CN101109695A - Continuous pavement friction coefficient testing method - Google Patents
Continuous pavement friction coefficient testing method Download PDFInfo
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- CN101109695A CN101109695A CNA2007100185915A CN200710018591A CN101109695A CN 101109695 A CN101109695 A CN 101109695A CN A2007100185915 A CNA2007100185915 A CN A2007100185915A CN 200710018591 A CN200710018591 A CN 200710018591A CN 101109695 A CN101109695 A CN 101109695A
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Abstract
The invention discloses a continuous testing method for road-surface frictional coefficient, which comprises the following procedures: the wheel-speed signal is detected, the glide rate of the wheel is obtained; an ECU control unit controls and adjusts the brake-force adjusting unit based on the calculated glide rate, adjusts the glide rate of the wheel to 100% or controls in 15-25%; the ECU control unit carries out synchronous tuning on the detected braking force and normal force between the wheel and the ground, calculates the corresponding slide friction coefficient or road peak frictional coefficient of the road. In above procedure, the ECU control unit meanwhile loads the measured data to an up-level unit for displaying, saving and processing. The method is of simple procedures, safe, efficient and accurate, while measuring the slide frictional coefficient of the road, can also measure the peak frictional coefficient of road for the peak adhesion coefficient corresponding to the operation range of the ABS system, and can realize hi-speed continuous detection of frictional coefficient.
Description
Technical field
The present invention relates to a kind of method of testing, especially relate to a kind of continuous pavement friction coefficient testing method of testing surface friction coefficient, examination pavement skid resistance condition.
Background technology
At present, China is the swinging friction coefficient instrument what mainly adopt aspect the vertical anti-slide performance test in road surface.The swinging friction coefficient instrument is as traditional highway detecting instrument, and the frictional resistance that its potential energy that adopts pendulum and road surface contact moment under certain condition and produced is measured friction factor, is bringing into play bigger effect aspect highway construction and the maintenance for a long time.But along with the fast development of highway in China communication, the increasing rapidly of super highway mileage, traditional swinging friction coefficient instrument is the needs of incompatibility China expressway construction more and more.The friction coefficient testing method that this tester adopted on the one hand is static single-point sampling Detection, needs many people to carry out testing operation on road, has bigger potential safety hazard, and detection speed is slow simultaneously, and is also bigger to the influence of traffic; This class testing can not reflect the influence of macroscopical texture structure on road surface to friction factor well on the other hand, and macroscopical texture structure is the determinative that highway influences pavement skid resistance ability quality simultaneously; In addition, need a large amount of manual operations in test process, efficient is low, and source of error is many, and repeatable poor, numerical value often has bigger error, and its testing efficiency, detection frequency and reliability all can't satisfy the real needs of high-grade highway management, maintenance.
Disclosed a kind of intelligent swinging friction coefficient analyzer in the utility model patent CN2795847Y of bulletin on July 12nd, 2006, this utility model make a big improvement to traditional swinging friction coefficient analyzer.In this utility model, propose to adopt photoelectric encoder to measure pendulum angle, and adopting single-chip microcomputer to carry out the corresponding friction coefficient testing method of a cover of data acquisition process, its error is little, accuracy height, the good reproducibility of measurement, overcomes the some shortcomings of traditional swinging friction coefficient analyzer.But it is a kind of swinging friction coefficient tester eventually, along with people in recent years to the interactional further investigation of automobile dynamics, mechanics of tire, wheel and road, it has been recognized that the measuring method of swinging friction coefficient instrument is not enough to reflect the rubbing action between tire and road.
Especially when the anti-device ABS system of dying of a sudden illness of automobile brake had become the standard configuration of automobile, it is particularly outstanding that this problem seems.Currently press for a kind of safe, efficient, accurate, road friction coefficient testing method that can reflect road surface and wheel adhesion property objectively, can overcome the defective and the deficiency that exist in the above-mentioned prior art.
Summary of the invention
Technical matters to be solved by this invention is at above-mentioned deficiency of the prior art, a kind of continuous pavement friction coefficient testing method is provided, this method of testing simple operating steps, safety, efficient, accurately, and can realize the high-speed continuous detection of friction factor.
For solving the problems of the technologies described above, technical scheme of the present invention is: a kind of continuous pavement friction coefficient testing method comprises the steps:
(a) detect wheel speed signal, obtain the slip rate S of wheel: will detect the testing wheel 6 of acquisition and the two-way wheel speed signal of auxiliary wheel 7 and import ECU control module 4 into, and calculate the slip rate S of wheel;
(b) regulating and controlling damping force regulation and control unit 3, the slip rate S of wheel is transferred to 100% or be controlled in the scope of 15%-25%: ECU control module 4 is according to the slip rate numerical value that calculates, damping force regulation and control unit 3 is sent corresponding steering order, correspondingly constantly regulating and controlling is applied to damping force on the testing wheel 6, thereby the slip rate S of wheel is transferred to 100% or be controlled in the scope of 15%-25%;
(c) damping force and the normal force between detection wheel and the ground, obtain road corresponding friction factor φ: the two-way detection picked up signal that 4 pairs of ECU control modules are imported into carries out synchronous harmony processing, and calculates road corresponding coefficient of sliding friction φ s or road peak value friction factor φ p;
In the above steps, ECU control module 4 is passed to host computer 5 immediately with the data that record simultaneously and is shown, preserves and handle.
The middle wheel speed signal numerical value V of described step (a) with measured testing wheel 6
RWheel speed signal numerical value V with auxiliary wheel 7
F, bring formula S=(V into
F-V
R)/V
F* 100%, can calculate the slip rate S of wheel.And ECU control module 4 is monitored and is judged the motion state of testing wheel according to the two-way wheel speed signal of input, and adopts the logic threshold method to draw the slip rate S of wheel through internal calculation.
The single 3 slip rate S with wheel of regulating and controlling damping force regulation and control transfer to 100% among the described step b, and when S＜100%, Sustainable Control is regulated damping force regulation and control unit 3, increases the damping force of testing wheel 6, makes slip rate S increase to 100% gradually; Reduce the damping force of testing wheel 6 after testing immediately.
Described regulating and controlling damping force regulation and control unit 3 is controlled at slip rate S in the 15%-25% scope, and when S＜15%, regulating and controlling damping force regulation and control unit 3 increases the damping force of testing wheel 6, makes slip rate S increase gradually; When S＞25%, regulating and controlling damping force regulation and control unit 3 increases the damping force of testing wheel 6, makes slip rate S reduce gradually.
As a kind of preferred implementation of the present invention, in the described steps d, the damping force between wheel tyre and the road surface adopts damping force sensor or torque sensor to detect.
As another kind of preferred implementation of the present invention, in the described steps d, the normal force between wheel tyre and the road surface adopts normal force sensor or acceleration transducer to detect.
In sum, adopt a kind of continuous pavement friction coefficient testing method of the present invention, have the following advantages: 1, safety coefficient height in simple, the convenient and measuring process of this method operation steps can effectively guarantee the security of operating personnel, checkout equipment and other vehicle '.2, accuracy of measurement height records authenticity, validity, the accuracy height of data, and favorable repeatability has higher testing efficiency, detects frequency and reliability.3, this method of testing can reflect the influence of macroscopical texture structure on road surface to friction factor preferably, really objectively responds the interaction situation of wheel and road in the actual vehicle driving process; Especially at a large amount of uses of automobile ABS, in the measurement road coefficient of sliding friction, also energy measurement is corresponding to the road peak value friction factor of the peak adhesion coefficient in the ABS system works scope.4, can improve testing efficiency and test speed, realize the high-speed continuous detection of friction factor.
Below by drawings and Examples, technical scheme of the present invention is described in further detail.
Description of drawings
Fig. 1 is the one-piece construction synoptic diagram of continous way testing device for friction coefficient.
Fig. 2 is the integrated testability control flow chart of the preferred embodiment for the present invention.
Fig. 3 is wheel slip and the contrast figure that vertically concerns between attachment coefficient on the different road surfaces.
Fig. 4 is the synoptic diagram that concerns between slip rate control and attachment coefficient.
Description of reference numerals:
1-wheel speed detecting unit; 2-power detecting unit; 3-damping force regulation and control unit;
The 4-ECU control module; The 5-host computer; The 6-testing wheel;
The 7-auxiliary wheel; The 8-dry concrete; The dried pitch of 9-;
The 10-pitch that wets; The 11-snowfield; 12-ices ground;
Embodiment
As shown in Figure 1, the continous way testing device for friction coefficient is made up of wheel speed detecting unit 1, power detecting unit 2, damping force regulation and control unit 3, ECU control module 4 and host computer 5 five parts.
As shown in Figure 2, described continuous pavement friction coefficient testing method comprises the steps:
The first step, detect wheel speed signal, obtain the slip rate S of wheel: the two-way wheel speed signal that wheel speed sensors is detected the testing wheel 6 that obtains and auxiliary wheel 7 imports ECU control module 4 into, calculates the slip rate S of wheel.
According to the achievement in research of automobile dynamics and mechanics of tire, road friction factor φ (being the wheel attachment coefficient) changes with the variation of wheel slip S.The contrast figure that concerns between wheel slip and vertical attachment coefficient on dry concrete 8, dried pitch 9, wet pitch 10,12 5 kinds of different road surfaces of snowfield 11 and ice ground is provided in Fig. 3.As shown in Figure 3, on different road surfaces, the wheel attachment coefficient is the certain rules variation with the variation of wheel slip.Wheel slip is meant wheel slippage composition shared ratio in the wheel lengthwise movement in braking procedure, with " S " expression.Then its definition expression formula is S=(V
F-V
R)/V
F* 100%, wheel slip when wherein S is for braking, V
FBe actual vehicle speed, V
RCircumferential speed during for wheel rolling.By following formula as can be known: the peripheral speed (V when the actual vehicle speed of automobile equals wheel rolling
F=V
R) time, slip rate is zero (S=0), wheel is a pure rolling; Work as V
R=0 o'clock, S=100%, the complete locking of wheel and to make pure cunning (moving) moving; When 0＜S＜100%, wheel not only rolls but also slide.Thereby slip rate S has correspondingly reflected the different motion state of wheel.
In continuous pavement friction coefficient testing method, detect the two-way wheel speed signal that obtains testing wheel 6 and auxiliary wheel 7, circumferential speed V when the wheel speed signal numerical value of wherein measured testing wheel is wheel rolling by the wheel speed sensors in the wheel speed detecting unit 1 earlier
R, the wheel speed signal numerical value of measured auxiliary wheel is actual vehicle speed V
F, the above-mentioned numerical value that records is brought formula into: S=(V
F-V
R)/V
F* 100%, can calculate the numerical values recited of slip rate.In the test process, import the two-way wheel speed signal of measured testing wheel 6 and auxiliary wheel 7 into ECU control module 4.ECU control module 4 is monitored and is judged the transient motion state of testing wheel according to the two-way wheel speed signal of input.
Second step, regulating and controlling damping force regulation and control unit 3, the slip rate S of wheel is transferred to 100% or be controlled in the scope of 15%-25%: ECU control module 4 is according to the slip rate numerical value that calculates, damping force regulation and control unit 3 is sent corresponding steering order, correspondingly constantly regulating and controlling is applied to damping force on the testing wheel 6, thereby the slip rate S of wheel is transferred to 100% or be controlled in the scope of 15%-25%.
In the moving process of actual wheel braking, ground damping force Fxb that wheel is suffered and the ratio Fxb/Fz of normal force Fz change, and its size changes along with the variation of wheel slip.Measuring, when certain in slip rate is the scope of 15%-25% is a bit, Fxb/Fz reaches maximal value, this moment, wheel had maximum vertical attachment coefficient, be called peak adhesion coefficient φ p, this attachment coefficient has been represented the best cling property on road surface, also is to be equipped with the attachment coefficient that the vehicle of ABS (or ASR) works; When slip rate S transfers to 100%, wheel has stable vertical attachment coefficient, be called slip attachment coefficient φ s, this attachment coefficient has been represented the stable state cling property on road surface, also be the attachment coefficient that works of not equipping ABS (or ASR) vehicle, that usually said surface friction coefficient refers to is exactly the attachment coefficient φ s that slides.
Peak adhesion coefficient φ p and slip attachment coefficient φ s all can represent the cling property on road surface, for highway and grade road surface, exist certain corresponding relation between peak adhesion coefficient and slip attachment coefficient are mutual, referring to table 1.
Theoretically, slip attachment coefficient φ s has represented the vehicle of common brake system and the tack between the road surface exactly, and peak adhesion coefficient φ p has then represented the vehicle that disposes ABS (or ASR) and the tack between the road surface exactly.What brake type friction factor tester was detected is exactly the attachment coefficient that slides.And peak adhesion coefficient checkout equipment belongs to incomplete brake type friction factor tester, have detection speed height, numerical value accurately, advantages such as little, the long service life of testing wheel wearing and tearing, be the inevitable development direction of domestic and international pavement skid resistance testing apparatus.Thereby in evolution from now on, the measurement of peak adhesion coefficient φ p is become more and more important.Though as can be seen from Table 1, peak adhesion coefficient and slip attachment coefficient exist certain good correspondence between mutually, in practice as if purely according to this corresponding relation determine also to have certain error by the road friction factor.
Table 1
Peak value of road adhesion coefficient slip attachment coefficient
Pitch or concrete (doing) 0.8～0.9 0.75
Pitch (wetting) 0.5～0.7 0.45～0.6
Concrete (wetting) 0.7～0.8 0.6～0.7
Fig. 4 is the synoptic diagram that concerns between slip rate control and attachment coefficient.As shown in Figure 4, when slip rate S=100%, measured friction factor is road coefficient of sliding friction φ s; And when 1 Sp of slip rate S certain in the 15%-25% scope, wheel has maximum vertical attachment coefficient φ p, is called the peak adhesion coefficient, that is to say that the friction factor that records this moment is road peak value friction factor φ p.Therefore if measurement road coefficient of sliding friction φ s need transfer to 100% to the slip rate S of testing wheel, and if measurement road peak value friction factor φ p, need be controlled near the Sp certain interval to the slip rate of testing wheel, be generally between the 15%-25%.
If measured slip rate numerical value does not reach 100% or not in the 15%-25% scope time, by the damping force size that the regulating and controlling of damping force regulation and control unit 3 is come corresponding change testing wheel 6, change the speed of a motor vehicle of testing wheel 6, and then further change slip rate numerical value, to guarantee that slip rate S is transferred to 100% or be controlled in the 15%-25% scope.When needs measurement road coefficient of sliding friction φ s, if S＜100%, Sustainable Control is regulated damping force regulation and control unit 3, increases the damping force of testing wheel 6, makes slip rate S increase to 100% gradually, and record this moment is the road coefficient of sliding friction; Reduce the damping force of testing wheel 6 after testing immediately.And when needs measurement road peak value friction factor φ p, if S＜15%, regulating and controlling damping force regulation and control unit 3, the damping force of increase testing wheel 6 makes slip rate S increase gradually; If S＞25%, regulating and controlling damping force regulation and control unit 3, the damping force of increase testing wheel 6 makes slip rate S reduce gradually.In a word, by continuous regulating and controlling, slip rate S is transferred to 100% or be controlled in the 15%-25% scope to damping force regulation and control unit 3.
Damping force and normal force between the 3rd step, detection wheel and the ground, obtain road corresponding friction factor φ: the two-way that 4 pairs of ECU control modules import into detects picked up signal and carries out real-time collection and processing synchronously, calculates road corresponding coefficient of sliding friction φ s or road peak value friction factor φ p.
Principle according to mechanics of tire, peak adhesion coefficient φ p=Fx/Fz, wherein Fx is the ultimate value (being the suffered ground damping force Fxb of wheel) of the damping force between tire and the road surface, Fz is the normal force between tire and the road surface, thereby the damping force Fx and the normal force Fz between tire and the road surface that only need record between tire and the road surface can obtain wheel peak adhesion coefficient φ p.Measuring: when wheel slip S=100%, the ratio Fx/Fz that draws through detection computations is wheel slip attachment coefficient φ s; And when wheel slip S is controlled near the Sp the scope (15%-25%), passes through the ratio Fx/Fz that detection computations draws and be wheel peak adhesion coefficient φ p.Thereby, only need record when S ≈ 100% or 15%＜S＜25%, the normal force Fz between damping force Fx between tire and the road surface and tire and the road surface, the ratio of the two are road coefficient of sliding friction φ s or road peak value friction factor φ p.
In this method of testing, adopt damping force sensor or torque sensor to detect the damping force Fx that obtains between tire and the road surface, and adopt normal force sensor or acceleration transducer to detect the normal force Fz that obtains between tire and the road surface.Wherein the torque signal numerical value of N that records of torque sensor is utilized formula F=N/r (wherein r is the rolling radius of wheel), can convert to draw damping force Fx between tire and the road surface.And the acceleration signal a that acceleration transducer records utilizes formula F=ma (wherein m is the wheel actual mass), can convert to draw normal force Fz between tire and the road surface.
Above-mentioned each sensor is the damping force Fx and the normal force Fz on continuous kinetic measurement each testing wheel 6 suffered ground respectively moment, and will record signal and be input to ECU control module 4, analyze, judge by 4 couples of defeated damping force Fx of ECU control module and normal force Fz numerical value, carry out synchronous harmony processing on this basis and carry out relevant calculation, thereby obtain road coefficient of sliding friction φ s or road peak value friction factor φ p.
Meanwhile, in above-mentioned three pacing examination processes, ECU control module 4 is passed to host computer 5 immediately with the data that record and is shown, preserves and handle.And host computer 5 is equivalent to an artificial operation interface, and the state of the coefficient of sliding friction or peak value friction factor of can measuring is selected, and the state of continuous coverage or interval measurement etc. is carried out in setting, controls ECU control module 4 afterwards and carries out corresponding steering order.According to the steering order of host computer 5, ECU control module 4 can realize also that continuously the peak value friction factor of long distance High-speed detects, and also carries out the detection of interval property peak value friction factor according to the time step of setting or apart from step-length.When measuring the coefficient of sliding friction, because slip rate S need be transferred to 100%, thereby after one-shot measurement finished, ECU control module 4 reduced to be applied to the damping force on the testing wheel 6 immediately by control brake power regulation and control unit 3; According to the steering order of host computer 5, carry out the next coefficient of sliding friction more continuously and measure afterwards.
It should be noted last that, above embodiment is only unrestricted in order to technical scheme of the present invention to be described, although the present invention is had been described in detail with reference to preferred embodiment, those of ordinary skill in the art is to be understood that, can make amendment or be equal to replacement technical scheme of the present invention, and not break away from the spirit and scope of technical solution of the present invention.
Claims (7)
1. a continuous pavement friction coefficient testing method is characterized in that: comprise the steps:
(a) detect wheel speed signal, obtain the slip rate S of wheel: will detect the testing wheel (6) of acquisition and the two-way wheel speed signal of auxiliary wheel (7) and import ECU control module (4) into, and calculate the slip rate S of wheel;
(b) regulating and controlling damping force regulation and control unit (3), the slip rate S of wheel is transferred to 100% or be controlled in the scope of 15%-25%: ECU control module (4) is according to the slip rate numerical value that calculates, damping force regulation and control unit (3) are sent corresponding steering order, correspondingly constantly regulating and controlling is applied to damping force on the testing wheel (6), thereby the slip rate S of wheel is transferred to 100% or be controlled in the scope of 15%-25%;
(c) damping force and the normal force between detection wheel and the ground, obtain road corresponding friction factor φ: ECU control module (4) is detected picked up signal to the two-way that imports into carry out synchronous harmony processing, and calculate road corresponding coefficient of sliding friction φ s or road peak value friction factor φ p;
In the above steps, ECU control module (4) is passed to host computer (5) immediately with the data that record simultaneously and is shown, preserves and handle.
2. according to the described continuous pavement friction coefficient testing method of claim 1, it is characterized in that: the middle wheel speed signal numerical value V of described step (a) measured testing wheel (6)
RWheel speed signal numerical value V with auxiliary wheel (7)
F, bring formula S=(V into
F-V
R)/V
F* 100%, calculate the slip rate S of wheel.
3. according to claim 1 or 2 described continuous pavement friction coefficient testing methods, it is characterized in that: ECU control module 4 is according to the two-way wheel speed signal of input in the described step (a), the motion state of testing wheel is monitored and judged, and adopt the logic threshold method to draw the slip rate S of wheel through internal calculation.
4. according to claim 1 or 2 described continuous pavement friction coefficient testing methods, it is characterized in that: regulating and controlling damping force regulation and control unit (3) transfer to 100% with the slip rate S of wheel in the described step (b), when S＜100%, Sustainable Control is regulated damping force regulation and control unit (3), increase the damping force of testing wheel (6), make slip rate S increase to 100% gradually; Reduce the damping force of testing wheel (6) after testing immediately.
5. according to claim 1 or 2 described continuous pavement friction coefficient testing methods, it is characterized in that: regulating and controlling damping force regulation and control unit (3) are controlled at slip rate S in the 15%-25% scope in the described step (b), when S＜15%, regulating and controlling damping force regulation and control unit (3), increase the damping force of testing wheel (6), make slip rate S increase gradually; When S＞25%, regulating and controlling damping force regulation and control unit (3) increases the damping force of testing wheel (6), makes slip rate S reduce gradually.
6. according to claim 1 or 2 described continuous pavement friction coefficient testing methods, it is characterized in that: the damping force in the described step (d) between wheel tyre and the road surface, adopt damping force sensor or torque sensor to detect.
7. according to claim 1 or 2 described continuous pavement friction coefficient testing methods, it is characterized in that: the normal force in the described step (d) between wheel tyre and the road surface, adopt normal force sensor or acceleration transducer to detect.
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102112354B (en) * | 2008-06-30 | 2013-11-06 | 日产自动车株式会社 | Road surface friction coefficient estimating device and road surface friction coefficient estimating method |
| CN103407450A (en) * | 2013-08-28 | 2013-11-27 | 江苏理工学院 | Real-time detection method and device for adhesion coefficient between tire and ground |
| CN104773173A (en) * | 2015-05-05 | 2015-07-15 | 吉林大学 | Autonomous driving vehicle traveling status information estimation method |
| CN109060648A (en) * | 2018-08-28 | 2018-12-21 | 河南科技大学 | A kind of spheric granules coefficient of rolling friction measurement method |
| CN109932312A (en) * | 2018-07-19 | 2019-06-25 | 中国石油大学(华东) | Pipeline cleaner seal rubber disk testing device for friction coefficient and test method |
| CN111459076A (en) * | 2020-04-22 | 2020-07-28 | 芜湖伯特利电子控制系统有限公司 | Vehicle optimization control method based on vehicle-mounted camera identification information |
| CN112113779A (en) * | 2020-06-30 | 2020-12-22 | 上汽通用五菱汽车股份有限公司 | Wheel friction coefficient detection method, detection terminal and storage medium |
| CN116908088A (en) * | 2023-07-14 | 2023-10-20 | 河北省交通规划设计研究院有限公司 | Road friction coefficient acquisition method based on vehicle information |
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- 2007-09-05 CN CNA2007100185915A patent/CN101109695A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102112354B (en) * | 2008-06-30 | 2013-11-06 | 日产自动车株式会社 | Road surface friction coefficient estimating device and road surface friction coefficient estimating method |
| CN103407450A (en) * | 2013-08-28 | 2013-11-27 | 江苏理工学院 | Real-time detection method and device for adhesion coefficient between tire and ground |
| CN104773173A (en) * | 2015-05-05 | 2015-07-15 | 吉林大学 | Autonomous driving vehicle traveling status information estimation method |
| CN109932312A (en) * | 2018-07-19 | 2019-06-25 | 中国石油大学(华东) | Pipeline cleaner seal rubber disk testing device for friction coefficient and test method |
| CN109932312B (en) * | 2018-07-19 | 2021-05-28 | 中国石油大学(华东) | Device and method for testing friction coefficient of sealing rubber disc of pipeline cleaner |
| CN109060648A (en) * | 2018-08-28 | 2018-12-21 | 河南科技大学 | A kind of spheric granules coefficient of rolling friction measurement method |
| CN109060648B (en) * | 2018-08-28 | 2021-02-05 | 河南科技大学 | Method for measuring rolling friction coefficient of spherical particles |
| CN111459076A (en) * | 2020-04-22 | 2020-07-28 | 芜湖伯特利电子控制系统有限公司 | Vehicle optimization control method based on vehicle-mounted camera identification information |
| CN112113779A (en) * | 2020-06-30 | 2020-12-22 | 上汽通用五菱汽车股份有限公司 | Wheel friction coefficient detection method, detection terminal and storage medium |
| CN112113779B (en) * | 2020-06-30 | 2022-06-24 | 上汽通用五菱汽车股份有限公司 | Wheel friction coefficient detection method, detection terminal and storage medium |
| CN116908088A (en) * | 2023-07-14 | 2023-10-20 | 河北省交通规划设计研究院有限公司 | Road friction coefficient acquisition method based on vehicle information |
| CN116908088B (en) * | 2023-07-14 | 2024-03-22 | 河北省交通规划设计研究院有限公司 | Road friction coefficient acquisition method based on vehicle information |
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