CN116142210B - Tire difference identification method, device, electronic equipment and storage medium - Google Patents
Tire difference identification method, device, electronic equipment and storage medium Download PDFInfo
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- CN116142210B CN116142210B CN202310431190.1A CN202310431190A CN116142210B CN 116142210 B CN116142210 B CN 116142210B CN 202310431190 A CN202310431190 A CN 202310431190A CN 116142210 B CN116142210 B CN 116142210B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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Abstract
The application discloses a tire difference identification method, a device, electronic equipment and a storage medium, and relates to the technical field of information processing, wherein the method comprises the following steps: in the running process of the target vehicle, determining wheel speed signals of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel in real time according to vehicle running parameters and vehicle attribute parameters; the wheel speed signals are relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively; and in the case that the tire difference identification condition is determined to be met, determining a small spare tire identification result of the target vehicle based on the wheel speed signal, and determining a tire under-pressure identification result of the target vehicle. The method and the device can effectively identify the small spare tire and the tire under-pressure so as to avoid the occurrence of driving risks and ensure the safe running of the vehicle.
Description
Technical Field
The embodiment of the application relates to a tire difference recognition technology, in particular to a tire difference recognition method, a device, electronic equipment and a storage medium.
Background
During the running process of the vehicle, feedforward control is carried out according to the running state, and the engagement torque of the transfer case clutch is regulated to realize four-wheel drive running; and the feedback control can be carried out according to the front and rear shaft speed difference, the engagement torque of the transfer case clutch is regulated, the shaft speed difference is eliminated, and the four-wheel drive anti-skid control function is realized.
In the prior art, when a small spare tire or a tire is severely underpressure, the rolling radius of the tire is reduced, so that the shaft speed of a driving shaft where the tire is positioned is increased, and an additional shaft speed difference is generated between the front shaft and the rear shaft of the tire. After the additional shaft speed difference is generated, the clutch can be connected for a long time under the four-wheel drive running mode of the vehicle, so that the clutch is always in a sliding friction state, the transfer case is easy to damage, and the service life of the transfer case is seriously influenced. Therefore, to avoid the above risks due to the small spare tire or the tire under-pressure, a method for identifying the small spare tire and the tire under-pressure is needed.
Disclosure of Invention
The embodiment of the application provides a tire difference identification method, a device, electronic equipment and a storage medium, which can effectively identify a small spare tire and an under-pressure tire so as to avoid driving risks and ensure safe running of a vehicle.
In a first aspect, the present application provides a tire difference identification method, including:
In the running process of the target vehicle, determining wheel speed signals of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel in real time according to vehicle running parameters and vehicle attribute parameters; the wheel speed signals are relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively;
and in the case that the tire difference identification condition is determined to be met, determining a small spare tire identification result of the target vehicle based on the wheel speed signal, and determining a tire under-pressure identification result of the target vehicle.
In a second aspect, the present application provides a tire difference recognition device, comprising:
the wheel speed signal determining module is used for determining wheel speed signals of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel in real time according to vehicle running parameters and vehicle attribute parameters in the running process of the target vehicle; the wheel speed signals are relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively;
and the identification result determining module is used for determining a small spare tire identification result of the target vehicle based on the wheel speed signal and determining a tire under-pressure identification result of the target vehicle under the condition that the tire difference identification condition is determined to be met.
In a third aspect, the present application provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing a method of identifying a tire difference as described in any of the embodiments of the present application when executing the program.
In a fourth aspect, the present application provides a computer readable storage medium having stored thereon a computer program which when executed by a processor implements a tire difference identification method according to any embodiment of the present application.
According to the technical scheme, the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel can be determined in real time according to the vehicle running parameters and the vehicle attribute parameters in the running process of the target vehicle, and then the small spare tire identification result of the target vehicle can be determined based on the wheel speed signals under the condition that the tire difference identification condition is met is determined, and the tire under-pressure identification result of the target vehicle is determined. The wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are specifically the relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively, and can reflect the additional axle speed difference of the front axle and the rear axle of the target vehicle. Because the rolling radius of the tire is reduced when the small spare tire or the tire is severely undervoltage, the axle speed of the driving axle where the small spare tire or the tire is positioned is increased, and an additional axle speed difference is generated between the front axle and the rear axle of the target vehicle, the application can judge whether the small spare tire or the tire undervoltage occurs or not based on the wheel speed signal, namely, the identification result of the small spare tire and the identification result of the tire undervoltage of the target vehicle are determined. According to the method and the device, the wheel speed signal can be determined by acquiring the vehicle running parameters and the vehicle attribute parameters, and whether the small spare tire or the tire under-pressure exists or not is judged according to the wheel speed signal, so that the small spare tire or the tire under-pressure can be overhauled in time when the small spare tire or the tire under-pressure is identified, the driving risk can be avoided, and the safe running of the vehicle is ensured. In addition, in order to ensure the accuracy of the identification result, the application also needs to identify the result of identifying the small spare tire and the result of identifying the underpressure tire based on the wheel speed signal under the condition that the identification condition of the difference of the tires is met.
Drawings
For a clearer description of the technical solutions of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and should therefore not be considered limiting in scope, and that other related drawings can be obtained from these drawings without the inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a tire differential identification method provided herein;
FIG. 2 is another flow chart of the tire differential identification method provided herein;
FIG. 3 is a schematic view of a tire difference identifying apparatus provided herein;
fig. 4 is a schematic diagram of a composition of the electronic device provided in the present application.
Detailed Description
In order to make the present application solution better understood by those skilled in the art, the following description will be made in detail and with reference to the accompanying drawings in the embodiments of the present application, it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that embodiments of the present application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Fig. 1 is a schematic flow chart of a tire difference identifying method provided in the present application, which may be performed by a tire difference identifying device provided in the present application, and the device may be implemented in software and/or hardware. In a specific embodiment, the apparatus may be integrated in an electronic device, such as a computer, a server, etc. The following embodiments will be described taking the example of the integration of the apparatus in an electronic device, and referring to fig. 1, the method may specifically include the following steps:
The wheel speed signals are relative wheel speeds of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel relative to a rear axle center point respectively.
The vehicle running parameters are some parameters generated during the running of the vehicle, for example, the vehicle running parameters may include yaw rate and front wheel rotation angle of the vehicle, etc.; the vehicle attribute parameter is some intrinsic parameter of the vehicle, which is independent of the running state of the vehicle, and for example, the vehicle attribute parameter may include, for example, a front-rear axle distance and a coaxial wheel distance of the vehicle.
In one possible implementation, the wheel speeds of the four wheels are shifted toward the rear axle center point in a kinematic relationship, so that the relative wheel speeds of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel, respectively, with respect to the rear axle center point, are obtained.
The small spare tire is a spare tire with smaller width than a normal tire and the diameter consistent with that of the normal tire; tire under-pressure refers to a tire pressure deficiency.
Optionally, in one possible implementation, determining the small spare tire identification result of the target vehicle based on the wheel speed signal includes: determining a current fastest wheel speed of the target vehicle and a current average wheel speed of the target vehicle according to the wheel speed signal, and determining a current wheel speed difference value based on the current fastest wheel speed and the current average wheel speed; and determining a small spare tire identification result based on the current wheel speed difference value, a preset wheel speed tolerance band upper limit threshold value and a preset wheel speed tolerance band lower limit threshold value.
The upper limit threshold value and the lower limit threshold value of the preset wheel speed tolerance zone can be obtained by calculating the upper limit coefficient and the lower limit coefficient of the preset wheel speed tolerance zone, and the upper limit threshold value of the preset wheel speed tolerance zone and the lower limit threshold value of the preset wheel speed tolerance zone can represent the wheel speed range of the small spare tire.
For example, in the case where it is determined that the tire difference recognition condition is satisfied, the present application may compare the wheel speed signals of the four wheels, determine the largest one of the wheel speed signals of the four wheels as the current fastest wheel speed of the target vehicle, and determine the average value of the wheel speed signals of the other three wheels, that is, the current average wheel speed; and subtracting the current average wheel speed from the current fastest wheel speed to obtain the current wheel speed difference value of the target vehicle. When the wheel speed difference value is within the small spare tire wheel speed range, identifying the small spare tire; and when the wheel speed difference value is not in the small spare tire wheel speed range, identifying that the small spare tire is not present.
Optionally, in one possible implementation manner, determining the tire under-pressure identification result of the target vehicle includes: determining the current front axle speed and the current rear axle speed of the target vehicle according to the wheel speed signal, and obtaining the current front axle coefficient and the current rear axle number of the vehicle according to the current front axle speed and the current rear axle speed; and determining the tire under-pressure identification result according to the current front axle coefficient, the current rear axle coefficient, the upper limit threshold value of the preset axle speed tolerance zone and the lower limit threshold value of the preset axle speed tolerance zone.
The upper limit threshold value of the preset shaft speed tolerance zone and the lower limit threshold value of the preset shaft speed tolerance zone are fixed values of each vehicle when leaving the factory, and the upper limit threshold value of the preset shaft speed tolerance zone and the lower limit threshold value of the preset shaft speed tolerance zone can represent the preset shaft speed range.
By way of example, the present application determines the front axle speed and the rear axle speed of the target vehicle from the wheel speed signal, and then calculates the current front axle coefficient and the current rear axle number from the front axle speed and the rear axle speed. If the current front axle coefficient is within the preset axle speed range, judging that the front wheel is under-voltage; if the current rear axle number is within the preset axle speed range, the rear wheel under-voltage is judged. Otherwise, it is identified that there is no under-voltage.
According to the technical scheme, the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel can be determined in real time according to the vehicle running parameters and the vehicle attribute parameters in the running process of the target vehicle, and then the small spare tire identification result of the target vehicle can be determined based on the wheel speed signals under the condition that the tire difference identification condition is met is determined, and the tire under-pressure identification result of the target vehicle is determined. The wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are specifically the relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively, and can reflect the additional axle speed difference of the front axle and the rear axle of the target vehicle. Because the rolling radius of the tire is reduced when the small spare tire or the tire is severely undervoltage, the axle speed of the driving axle where the small spare tire or the tire is positioned is increased, and an additional axle speed difference is generated between the front axle and the rear axle of the target vehicle, the application can judge whether the small spare tire or the tire undervoltage occurs or not based on the wheel speed signal, namely, the identification result of the small spare tire and the identification result of the tire undervoltage of the target vehicle are determined. According to the method and the device, the wheel speed signal can be determined by acquiring the vehicle running parameters and the vehicle attribute parameters, and whether the small spare tire or the tire under-pressure exists or not is judged according to the wheel speed signal, so that the small spare tire or the tire under-pressure can be overhauled in time when the small spare tire or the tire under-pressure is identified, the driving risk can be avoided, and the safe running of the vehicle is ensured. In addition, in order to ensure the accuracy of the identification result, the application also needs to identify the result of identifying the small spare tire and the result of identifying the underpressure tire based on the wheel speed signal under the condition that the identification condition of the difference of the tires is met.
Fig. 2 is another flow chart of the tire difference identifying method provided in the present application, as shown in fig. 2, the method may include the following steps:
The yaw rate of the vehicle refers to the angular rate of the vehicle rotating around the vertical axis of the vehicle coordinate system, and mainly reflects the overall inclination state of the vehicle body; the front-rear axle distance refers to the distance from the center of the front axle to the center of the rear axle of the vehicle; the distance between the wheels on the same axis is the distance between the two wheels on the same axis, and the distance between the front wheels and the distance between the rear wheels may be the same or different, and are the same by default in this application.
Specifically, the wheel speed signal of the front left wheel is the relative wheel speed of the front left wheel with respect to the center point of the rear axle. If it is used
The wheel speed signal representing the front left wheel can then be determined by expression (1)>
：
Wherein, the liquid crystal display device comprises a liquid crystal display device,
wheel speed for the front left wheel; />
Is yaw rate; />
Is the front wheel corner; />
Is the distance between the front axle and the rear axle; />
Is the distance between the coaxial wheels.
And 202, determining a wheel speed signal of a right front wheel in real time according to the wheel speed, the yaw rate, the distance between front and rear axles, the front wheel corner and the distance between coaxial wheels of the target vehicle.
Specifically, the wheel speed signal of the front right wheel is the relative wheel speed of the front right wheel with respect to the center point of the rear axle. If it is used
The wheel speed signal representing the front right wheel can be determined by expression (2)>
：
Wherein, the liquid crystal display device comprises a liquid crystal display device,
is the wheel speed of the right front wheel.
And 203, determining a wheel speed signal of the left rear wheel in real time according to the wheel speed of the left rear wheel, the yaw rate and the coaxial wheel spacing of the target vehicle.
Specifically, the wheel speed signal of the left rear wheel is the relative wheel speed of the left rear wheel with respect to the rear axle center point. If it is used
The wheel speed signal representing the rear left wheel can then be determined by expression (3)>
：
Wherein, the liquid crystal display device comprises a liquid crystal display device,
is the wheel speed of the left rear wheel.
And 204, determining a wheel speed signal of the right rear wheel in real time according to the wheel speed, the yaw rate and the coaxial wheel spacing of the right rear wheel of the target vehicle.
Specifically, the wheel speed signal of the right rear wheel is the relative wheel speed of the right rear wheel with respect to the rear axle center point. If it is used
The wheel speed signal representing the right rear wheel can be determined by expression (4)>
：
Wherein, the liquid crystal display device comprises a liquid crystal display device,
is the wheel speed of the right rear wheel.
In step 205, wheel acceleration signals for the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel are determined in real time based on the wheel speed signals.
Specifically, differentiating the wheel speed signal may obtain a wheel acceleration, and the wheel acceleration obtained at this time has a large fluctuation, so the wheel acceleration may be low-pass filtered, and the filtered values may be determined as the wheel acceleration signals of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel.
The running condition meets the preset condition, namely that the vehicle is in a state of no slip, no locking and no braking. By way of example, reference may be made to the function of a braking anti-lock system (Antilock Brake System, ABS), in which case the vehicle is in a braked state if an ABS flag is present; alternatively, the vehicle condition may be identified based on a wheel slip ratio, which is the proportion of slip components in the wheel movement, which is primarily rolling when the vehicle is in a non-slip, non-locking, non-braked condition, and which is typically less than 15%.
The wheel acceleration signal satisfies a stability condition, i.e. the wheel acceleration of each wheel is less than a previously set value and the duration of maintaining the value is greater than a predetermined duration. The wheel acceleration signal satisfies a stability condition, which may be that the wheel acceleration of each wheel is less than 2m/s 2 And a duration of greater than 5s; when the wheel acceleration of any wheel is greater than or equal to 2m/s 2 And judging that the wheels are unstable at the moment. The preset speed is a speed which can be set by a user in advance and can start detection, for example, the preset speed can be 20kmph; the preset rotation angle may be a rotation angle set in advance by the user, for example, may be 150deg.
In the tire difference recognition process, the running condition of the target vehicle may not meet the tire difference recognition condition due to the change of the running condition, and in order to avoid the misrecognition of the tire state, the tire difference recognition function is suspended. After the identification function is suspended, all the identification state signals are locked, the numerical value is kept unchanged, and after the running working condition of the target vehicle meets the preset condition again, the tire difference identification is continued.
In one possible implementation, the timing may be started after the tire difference identification function is activated; in the timing process, if the tire difference recognition condition is not satisfied, the tire difference recognition function is paused, and correspondingly, the timing is paused; and when the suspension state is finished, namely after the tire difference recognition condition is met again, continuing timing. After the timed time is greater than the preset time period, the tire difference identification function is exited, and the preset time period may be 10s, for example.
In step 207, in the case where it is determined that the tire difference recognition condition is satisfied, a current fastest wheel speed of the target vehicle and a current average wheel speed of the target vehicle are determined from the wheel speed signals, and a current wheel speed difference value is determined based on the current fastest wheel speed and the current average wheel speed.
Wherein the fastest wheel speed
The method comprises the steps of carrying out a first treatment on the surface of the Average wheel speed
。
The first preset duration may be a value determined by a person in advance, for example, the first preset duration may be 1s.
Exemplary, the preset wheel speed tolerance band upper threshold is
The lower limit threshold value of the preset wheel speed tolerance zone is +.>
. Wherein (1)>
The tolerance band upper limit coefficient of the wheel speed is preset;
the coefficient is a preset coefficient of the lower limit of the tolerance zone of the preset wheel speed, and the coefficient is a preset coefficient marked during the production of manufacturers.
Specifically, if the current wheel speed difference value is within the small spare tire wheel speed range, identifying the small spare tire; and when the wheel speed difference value is not in the small spare tire wheel speed range, identifying that the small spare tire is not present. In addition, since the small spare tire can only be one wheel, when the wheel position of the fastest wheel speed is constantly changed, it is also recognized that there is no small spare tire. For example, the small spare tire identification time may be 1s, and the current first verification result is obtained after the identification is finished.
After the small spare tire is continuously identified for a third preset time period, a round of identification verification of the small spare tire can be completed, and in the round of identification verification process, a plurality of small spare tire history verification results can be obtained. Comparing the current first verification result with at least one small spare tire history verification result, and judging that the small spare tire is identified correctly when the verification results are consistent; and when the verification results are inconsistent, judging that the small spare tire is wrongly identified. And when the error accumulated times of the small spare tire identification result exceeds the first preset times, the small spare tire identification is carried out again. For example, the third preset time period may be 10s, and the first preset number of times may be 2 times.
In particular, if using
Representing the current front axle speed, it can be determined by expression (5)>
：
If it is used 
Representing the current rear axle speed, it can be determined by expression (6)>
：
If it is used
Representing the current front axis coefficient, it can be determined by expression (7)>
：
If it is used
Representing the current back axis number, it can be determined by expression (8)>
：
For example, the second preset duration may be 1s, which may be the same as or different from the first preset duration, which is not limited in this application.
Exemplary, the upper threshold value of the preset shaft speed tolerance zone is
The lower limit threshold value of the preset shaft speed tolerance zone is +.>
. If the current front axis coefficient +>
Recognizing that the front wheel is under-voltage; if the current back axis number +.>
Identifying that the rear wheel is under-voltage; otherwise, it is identified that there is no under-voltage. The tire under-pressure identification time can be 1s, and the obtained identification result is the current second check result.
After the tire under-pressure is continuously identified for a fourth preset time period, the identification and verification of the tire under-pressure of one wheel pair can be completed, and in the wheel identification and verification process, a plurality of tire under-pressure historical verification results can be obtained. Comparing the current second checking result with at least one tire under-pressure historical checking result, and judging that the tire under-pressure identification is correct when the checking results are consistent; and when the verification results are inconsistent, judging that the tire under-pressure identification is wrong. And when the error accumulated times of the tire under-pressure identification result exceeds the second preset times, the tire under-pressure identification is carried out again. The fourth preset time period may be 10s, and the second preset number of times may be 2 times, for example.
It should be understood that, although the steps in the flowchart of fig. 2 are shown in sequence as indicated by the arrows, the steps are not necessarily performed in sequence as indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in fig. 2 may include multiple sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, nor do the order in which the sub-steps or stages are performed necessarily performed in sequence, but may be performed alternately or alternately with at least a portion of the sub-steps or stages of other steps or other steps. For example, steps 207 to 210 in fig. 2 may be performed simultaneously with steps 211 to 214, which is not limited in the embodiment of the present application.
According to the technical scheme, the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel can be determined in real time according to the vehicle running parameters and the vehicle attribute parameters in the running process of the target vehicle, and then the small spare tire identification result of the target vehicle can be determined based on the wheel speed signals under the condition that the tire difference identification condition is met is determined, and the tire under-pressure identification result of the target vehicle is determined. The wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are specifically the relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively, and can reflect the additional axle speed difference of the front axle and the rear axle of the target vehicle. Because the rolling radius of the tire is reduced when the small spare tire or the tire is severely undervoltage, the axle speed of the driving axle where the small spare tire or the tire is positioned is increased, and an additional axle speed difference is generated between the front axle and the rear axle of the target vehicle, the application can judge whether the small spare tire or the tire undervoltage occurs or not based on the wheel speed signal, namely, the identification result of the small spare tire and the identification result of the tire undervoltage of the target vehicle are determined. According to the method and the device, the wheel speed signal can be determined by acquiring the vehicle running parameters and the vehicle attribute parameters, and whether the small spare tire or the tire under-pressure exists or not is judged according to the wheel speed signal, so that the small spare tire or the tire under-pressure can be overhauled in time when the small spare tire or the tire under-pressure is identified, the driving risk can be avoided, and the safe running of the vehicle is ensured. In addition, in order to ensure the accuracy of the identification result, the application also needs to identify the result of identifying the small spare tire and the result of identifying the underpressure tire based on the wheel speed signal under the condition that the identification condition of the difference of the tires is met.
Fig. 3 is a schematic diagram of a tire difference recognition apparatus provided herein, which is adapted to perform the tire difference recognition method provided herein. As shown in fig. 3, the apparatus may specifically include:
the wheel speed signal determining module 301 is configured to determine, in real time, wheel speed signals of a front left wheel, a front right wheel, a rear left wheel and a rear right wheel according to a vehicle running parameter and a vehicle attribute parameter during running of a target vehicle; the wheel speed signals are relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively;
the identification result determining module 302 is configured to determine a small spare tire identification result of the target vehicle based on the wheel speed signal and determine a tire under-pressure identification result of the target vehicle, in a case where it is determined that the tire difference identification condition is satisfied.
In one embodiment, the recognition result determining module 302 is specifically configured to:
determining a current fastest wheel speed of the target vehicle and a current average wheel speed of the target vehicle according to the wheel speed signal, and determining a current wheel speed difference value based on the current fastest wheel speed and the current average wheel speed;
And determining the small spare tire identification result based on the current wheel speed difference value, a preset wheel speed tolerance band upper limit threshold value and a preset wheel speed tolerance band lower limit threshold value.
In one embodiment, the recognition result determining module 302 is specifically configured to:
determining the current wheel speed difference value once every interval for a first preset duration;
the determining the small spare tire identification result based on the current wheel speed difference value, a preset wheel speed tolerance band upper limit threshold value and a preset wheel speed tolerance band lower limit threshold value, and the identification result determining module 302 is specifically configured to:
determining a current first verification result based on the current wheel speed difference value, the preset wheel speed tolerance band upper limit threshold value and the preset wheel speed tolerance band lower limit threshold value;
and determining the small spare tire identification result based on the current first verification result and at least one small spare tire history verification result.
In one embodiment, the recognition result determining module 302 is specifically configured to:
determining a current front axle speed and a current rear axle speed of the target vehicle according to the wheel speed signal, and obtaining a current front axle coefficient and a current rear axle number of the vehicle according to the current front axle speed and the current rear axle speed;
and determining the tire under-pressure identification result according to the current front axle coefficient, the current rear axle coefficient, a preset axle speed tolerance zone upper limit threshold value and a preset axle speed tolerance zone lower limit threshold value.
In one embodiment, the recognition result determining module 302 is specifically configured to:
determining the current front axle coefficient and the current rear axle coefficient once every second preset time length;
the determining the tire under-pressure identification result according to the current front axle coefficient, the current rear axle coefficient, a preset axle speed tolerance zone upper limit threshold value and a preset axle speed tolerance zone lower limit threshold value, wherein the identification result determining module 302 is specifically configured to:
determining a current second checking result according to the current front shaft coefficient, the current rear shaft coefficient, the preset shaft speed tolerance band upper limit threshold value and the preset shaft speed tolerance band lower limit threshold value;
and determining the tire under-pressure identification result based on the current second verification result and at least one tire under-pressure history verification result.
In one embodiment, the apparatus further comprises:
the real-time determining module is used for determining wheel acceleration signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel in real time based on the wheel speed signals;
the identification condition determining module is used for determining that the tire difference identification condition is met under the condition that the running working condition of the target vehicle meets the preset condition, the wheel acceleration signal meets the stable condition, the running speed is greater than the preset speed, and the steering wheel rotation angle is smaller than the preset rotation angle.
In one embodiment, the wheel speed signal determining module 301 is specifically configured to:
determining a wheel speed signal of a left front wheel in real time according to the yaw rate, the front-rear axle distance, the front wheel corner, the coaxial wheel distance and the wheel speed of the left front wheel of the target vehicle;
determining a wheel speed signal of a right front wheel of the target vehicle in real time according to the wheel speed of the right front wheel, the yaw rate, the front-rear axle distance, the front wheel corner and the coaxial wheel distance;
determining a wheel speed signal of a left rear wheel of the target vehicle in real time according to the wheel speed of the left rear wheel, the yaw rate and the coaxial wheel spacing;
and determining a wheel speed signal of a right rear wheel of the target vehicle in real time according to the wheel speed of the right rear wheel, the yaw rate and the coaxial wheel spacing.
The device can determine the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel in real time according to the vehicle running parameters and the vehicle attribute parameters in the running process of the target vehicle, and then can determine the small spare tire identification result of the target vehicle based on the wheel speed signals and the tire under-pressure identification result of the target vehicle under the condition that the tire difference identification condition is determined to be met. The wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are specifically the relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively, and can reflect the additional axle speed difference of the front axle and the rear axle of the target vehicle. Because the rolling radius of the tire is reduced when the small spare tire or the tire is severely undervoltage, the axle speed of the driving axle where the small spare tire or the tire is positioned is increased, and an additional axle speed difference is generated between the front axle and the rear axle of the target vehicle, the application can judge whether the small spare tire or the tire undervoltage occurs or not based on the wheel speed signal, namely, the identification result of the small spare tire and the identification result of the tire undervoltage of the target vehicle are determined. According to the method and the device, the wheel speed signal can be determined by acquiring the vehicle running parameters and the vehicle attribute parameters, and whether the small spare tire or the tire under-pressure exists or not is judged according to the wheel speed signal, so that the small spare tire or the tire under-pressure can be overhauled in time when the small spare tire or the tire under-pressure is identified, the driving risk can be avoided, and the safe running of the vehicle is ensured. In addition, in order to ensure the accuracy of the identification result, the application also needs to identify the result of identifying the small spare tire and the result of identifying the underpressure tire based on the wheel speed signal under the condition that the identification condition of the difference of the tires is met.
The application also provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor realizes the tire difference identification method provided by any embodiment when executing the program.
The present application also provides a computer-readable medium having stored thereon a computer program which, when executed by a processor, implements the tire difference identification method provided by any of the above embodiments.
Referring now to FIG. 4, a schematic diagram of a computer system 400 suitable for use in implementing the electronic device of the present application is shown. The electronic device shown in fig. 4 is only an example and should not impose any limitation on the functionality and scope of use of the present application.
As shown in fig. 4, the computer system 400 includes a CPU (central processing unit) 401 that can perform various appropriate actions and processes according to a program stored in a ROM (read only memory) 402 or a program loaded from a storage section 408 into a RAM (random access memory). In RAM (random access memory) 403, various programs and data required for the operation of the computer system 400 are also stored. A CPU (central processing unit) 401, a ROM (read only memory) 402, and a RAM (random access memory) 403 are connected to each other through a bus 404. An I/O (input/output) interface 405 is also connected to bus 404.
The following components are connected to an I/O (input/output) interface 405: an input section 406 including a keyboard, a mouse, and the like; an output portion 407 including a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), and the like, and a speaker, and the like; a storage section 408 including a hard disk or the like; and a communication section 409 including a network interface card such as a LAN card, a modem, or the like. The communication section 409 performs communication processing via a network such as the internet. The drive 410 is also connected to an I/O (input/output) interface 405 as needed. A removable medium 411 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is installed on the drive 410 as needed, so that a computer program read therefrom is installed into the storage section 408 as needed.
In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments disclosed herein include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flowcharts. In such an embodiment, the computer program may be downloaded and installed from a network via the communication portion 409 and/or installed from the removable medium 411. The above-described functions defined in the system of the present application are performed when the computer program is executed by a CPU (central processing unit) 401.
It should be noted that the computer readable medium shown in the present application may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present application, however, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams or flowchart illustration, and combinations of blocks in the block diagrams or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The modules and/or units referred to in this application may be implemented in software or hardware. The described modules and/or units may also be provided in a processor, e.g., may be described as: a processor includes a wheel speed signal determination module and an identification result determination module. The names of these modules do not constitute a limitation on the module itself in some cases.
As another aspect, the present application also provides a computer-readable medium that may be contained in the apparatus described in the above embodiments; or may be present alone without being fitted into the device. The computer readable medium carries one or more programs which, when executed by a device, cause the device to include:
determining wheel speed signals of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel in real time according to vehicle running parameters and vehicle attribute parameters in the running process of a target vehicle; the wheel speed signals are relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively; and in the case that the tire difference identification condition is determined to be met, determining a small spare tire identification result of the target vehicle based on the wheel speed signal, and determining a tire under-pressure identification result of the target vehicle.
According to the technical scheme, the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel can be determined in real time according to the vehicle running parameters and the vehicle attribute parameters in the running process of the target vehicle, and then the small spare tire identification result of the target vehicle can be determined based on the wheel speed signals and the tire under-pressure identification result of the target vehicle can be determined under the condition that the tire difference identification condition is met. The wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are specifically the relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively, and can reflect the additional axle speed difference of the front axle and the rear axle of the target vehicle. Because the rolling radius of the tire is reduced when the small spare tire or the tire is severely undervoltage, the axle speed of the driving axle where the small spare tire or the tire is positioned is increased, and an additional axle speed difference is generated between the front axle and the rear axle of the target vehicle, the application can judge whether the small spare tire or the tire undervoltage occurs or not based on the wheel speed signal, namely, the identification result of the small spare tire and the identification result of the tire undervoltage of the target vehicle are determined. According to the method and the device, the wheel speed signal can be determined by acquiring the vehicle running parameters and the vehicle attribute parameters, and whether the small spare tire or the tire under-pressure exists or not is judged according to the wheel speed signal, so that the small spare tire or the tire under-pressure can be overhauled in time when the small spare tire or the tire under-pressure is identified, the driving risk can be avoided, and the safe running of the vehicle is ensured. In addition, in order to ensure the accuracy of the identification result, the application also needs to identify the result of identifying the small spare tire and the result of identifying the underpressure tire based on the wheel speed signal under the condition that the identification condition of the difference of the tires is met.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present application may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solutions of the present application are achieved, and the present application is not limited herein.
The technical scheme of the application is used for acquiring, storing, using, processing and the like of the data, and accords with the relevant regulations of national laws and regulations. The above embodiments do not limit the scope of the application. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives can occur depending upon design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application are intended to be included within the scope of the present application.
Claims (7)
1. A tire difference identification method, comprising:
in the running process of the target vehicle, determining wheel speed signals of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel in real time according to vehicle running parameters and vehicle attribute parameters; the wheel speed signals are relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively;
Determining wheel acceleration signals of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel in real time based on the wheel speed signals;
determining that the tire difference identification condition is met when the running condition of the target vehicle meets a preset condition, the wheel acceleration signal meets a stable condition, the running speed is greater than a preset speed, and the steering wheel rotation angle is smaller than a preset rotation angle;
under the condition that the tire difference recognition condition is met is determined, comparing the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, determining the wheel speed signal with the maximum wheel speed signal value among the left front wheel, the right front wheel, the left rear wheel and the right rear wheel as the current fastest wheel speed of the target vehicle, and determining the average value of the wheel speed signals of the rest wheels as the current average wheel speed;
determining a current wheel speed difference value once based on the current fastest wheel speed and the current average wheel speed every interval for a first preset duration;
determining a current first verification result based on the current wheel speed difference value, a preset wheel speed tolerance band upper limit threshold value and a preset wheel speed tolerance band lower limit threshold value;
determining a small spare tire identification result of the target vehicle based on the current first verification result and at least one small spare tire history verification result;
And determining a tire under-pressure identification result of the target vehicle.
2. The method of claim 1, wherein the determining the under-tire identification of the target vehicle comprises:
determining a current front axle speed and a current rear axle speed of the target vehicle according to the wheel speed signal, and obtaining a current front axle coefficient and a current rear axle number of the vehicle according to the current front axle speed and the current rear axle speed;
and determining the tire under-pressure identification result according to the current front axle coefficient, the current rear axle coefficient, a preset axle speed tolerance zone upper limit threshold value and a preset axle speed tolerance zone lower limit threshold value.
3. The method according to claim 2, wherein the determining the current front axle shaft speed and the current rear axle shaft speed of the target vehicle from the wheel speed signal and obtaining the current front axle coefficient and the current rear axle shaft number of the vehicle from the current front axle shaft speed and the current rear axle shaft speed includes:
determining the current front axle coefficient and the current rear axle coefficient once every second preset time length;
the determining the tire under-pressure identification result according to the current front axle coefficient, the current rear axle coefficient, a preset axle speed tolerance zone upper limit threshold value and a preset axle speed tolerance zone lower limit threshold value comprises the following steps:
Determining a current second checking result according to the current front shaft coefficient, the current rear shaft coefficient, the preset shaft speed tolerance band upper limit threshold value and the preset shaft speed tolerance band lower limit threshold value;
and determining the tire under-pressure identification result based on the current second verification result and at least one tire under-pressure history verification result.
4. A method according to any one of claims 1-3, wherein determining wheel speed signals of the front left wheel, the front right wheel, the rear left wheel and the rear right wheel in real time based on the vehicle travel parameters and the vehicle attribute parameters comprises:
determining a wheel speed signal of a left front wheel in real time according to the yaw rate, the front-rear axle distance, the front wheel corner, the coaxial wheel distance and the wheel speed of the left front wheel of the target vehicle;
determining a wheel speed signal of a right front wheel of the target vehicle in real time according to the wheel speed of the right front wheel, the yaw rate, the front-rear axle distance, the front wheel corner and the coaxial wheel distance;
determining a wheel speed signal of a left rear wheel of the target vehicle in real time according to the wheel speed of the left rear wheel, the yaw rate and the coaxial wheel spacing;
and determining a wheel speed signal of a right rear wheel of the target vehicle in real time according to the wheel speed of the right rear wheel, the yaw rate and the coaxial wheel spacing.
5. A tire difference identifying apparatus, comprising:
the wheel speed signal determining module is used for determining wheel speed signals of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel in real time according to vehicle running parameters and vehicle attribute parameters in the running process of the target vehicle; the wheel speed signals are relative wheel speeds of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel relative to the center point of the rear axle respectively;
the identification result determining module is used for determining a small spare tire identification result of the target vehicle based on the wheel speed signal and determining a tire under-pressure identification result of the target vehicle under the condition that the tire difference identification condition is determined to be met;
the identification result determining module is specifically configured to: determining wheel acceleration signals of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel in real time based on the wheel speed signals;
determining that the tire difference identification condition is met when the running condition of the target vehicle meets a preset condition, the wheel acceleration signal meets a stable condition, the running speed is greater than a preset speed, and the steering wheel rotation angle is smaller than a preset rotation angle;
Under the condition that the tire difference recognition condition is met is determined, comparing the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, determining the wheel speed signal with the maximum wheel speed signal value among the left front wheel, the right front wheel, the left rear wheel and the right rear wheel as the current fastest wheel speed of the target vehicle, and determining the average value of the wheel speed signals of the rest wheels as the current average wheel speed;
determining a current wheel speed difference value once based on the current fastest wheel speed and the current average wheel speed every interval for a first preset duration;
determining a current first verification result based on the current wheel speed difference value, a preset wheel speed tolerance band upper limit threshold value and a preset wheel speed tolerance band lower limit threshold value;
and determining a small spare tire identification result of the target vehicle based on the current first verification result and at least one small spare tire history verification result.
6. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of identifying a tyre differential as claimed in any one of claims 1 to 4 when the program is executed by the processor.
7. A computer-readable storage medium having stored thereon a computer program, which when executed by a processor implements the tire difference identification method according to any one of claims 1 to 4.
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| CN202310431190.1A CN116142210B (en) | 2023-04-21 | 2023-04-21 | Tire difference identification method, device, electronic equipment and storage medium |
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