Method and device for determining vehicle driving condition

Abstract

The present application provides a method and device for determining the driving condition of a vehicle, which relates to the field of vehicle driving safety technology. In this method, the driving data and standard operating condition data of N vehicles traveling on a first road section within the same time range are obtained, and the road surface slipperiness of the first road section and / or the health of the braking system of the first vehicle are determined based on the driving data and standard operating condition data of the N vehicles, and the road surface slipperiness information of the first road section and / or the health of the braking system of the first vehicle are sent to the first vehicle. Among them, the standard operating condition data of the vehicle is the data collected when the vehicle is traveling on an ideal road surface when the braking system is healthy. These data do not need to be realized by setting up cameras on the road surface, laying sensors on the road surface, setting up laser remote sensing monitoring devices on the road surface, etc., and do not require a large amount of hardware cost and maintenance cost.

Description

Technical Field

[0001] The present application relates to the field of vehicle driving safety technology, and in particular to a method and device for determining a vehicle driving condition. Background Art

[0002] Driving safety is one of the most pressing issues in the transportation and automotive sectors. Road surfaces can be slippery due to accumulations of water, ice, and snow. Especially in winter, these accumulations, which often fail to melt quickly, increase braking distances, leading to frequent accidents such as rear-end collisions, endangering life and property. Existing traffic signs (e.g., speed limit signs) cannot be modified in real time based on road conditions. Manual warning methods are subject to lags and cannot effectively prevent related traffic accidents.

[0003] Currently, cameras, sensors, and laser remote sensing devices can be installed on the road surface to detect the presence of water, ice, or snow, and thus determine whether the road is slippery. The accuracy of these devices is significantly affected by the environment. For example, laser remote sensing devices are affected by the smoothness of the road surface; when the road surface is uneven, the monitoring accuracy is relatively poor. Furthermore, large-scale deployment of these devices is also costly (e.g., requiring significant equipment and maintenance costs). Summary of the Invention

[0004] Embodiments of the present application provide a method and apparatus for determining a vehicle's driving condition, for reducing the cost of determining the vehicle's driving condition.

[0005] To achieve the above objectives, the present invention provides the following technical solutions:

[0006] In a first aspect, a method for determining vehicle driving conditions is provided, comprising: obtaining driving data and standard operating condition data of N vehicles traveling on a first road section within a same time frame; determining the road slipperiness of the first road section and / or the health of the first vehicle's brake system based on the driving data and the standard operating condition data of the N vehicles; and transmitting the road slipperiness information of the first road section and / or the health of the first vehicle's brake system to the first vehicle. The first vehicle is one of the N vehicles, the vehicle's standard operating condition data is data collected when the vehicle is traveling on an ideal road surface with a healthy brake system, and N is an integer greater than 0. The method provided in the first aspect can determine the road slipperiness of the first road section and / or the health of a particular vehicle's brake system based on the driving data and the standard operating condition data of multiple vehicles. Acquiring the vehicle's driving data and standard operating condition data does not require the use of cameras, sensors, or laser remote sensing monitoring devices installed on the road surface. Instead, the vehicle's own sensors detect and report the data, eliminating the need for significant hardware and maintenance costs. In addition, the device for determining the driving condition of the vehicle can send the slipperiness of the road surface of the first road section and / or the health of the vehicle's braking system to the vehicle so that the driver can understand the road and vehicle conditions in a timely manner.

[0007] In a possible implementation, the driving data of the vehicle is used to characterize the driving state of the vehicle.

[0008] In one possible implementation, the vehicle's driving data is tire pressure during a speed change; or, the vehicle's driving data is acceleration during a speed change; or, the vehicle's driving data is tire pressure at a constant speed and acceleration during a speed change; or, the vehicle's driving data is tire pressure during a speed change and tire pressure at a constant speed. In this implementation, when different types of driving data are acquired, they can all be used to determine the slipperiness of the road surface in the first road section and / or the health of a vehicle's brake system, thereby expanding the scope of application of the method provided by this application.

[0009] In one possible implementation, the degree of road wetness of a first road section and / or the health of a braking system of a first vehicle is determined based on driving data of N vehicles and standard operating data of N vehicles, including: calculating first friction coefficients of the N vehicles respectively based on the driving data of the N vehicles, where the first friction coefficient of the vehicle is the friction coefficient between the vehicle and the road surface of the first road section; calculating second friction coefficients of the N vehicles respectively based on the standard operating data of the N vehicles, where the second friction coefficient of the vehicle is the friction coefficient between the vehicle and an ideal road surface; determining the degree of road wetness of the first road section and / or the health of the braking system of the first vehicle based on the first friction coefficients of the N vehicles and the second friction coefficients of the N vehicles. This possible implementation method can determine the difference in friction coefficient between the vehicle traveling on the road surface of the first section and the ideal road surface through the friction coefficient between the vehicle and the road surface of the first section and the friction coefficient between the vehicle and the ideal road surface, and then determine the wetness of the road surface of the first section and / or the health of the braking system of a certain vehicle. There is no need to install auxiliary equipment on the road surface to determine the wetness of the road surface of the first section and / or the health of the braking system of a certain vehicle, and there is no need to consume a lot of hardware costs and maintenance costs.

[0010] In one possible implementation, the standard operating condition data includes the friction coefficient of the vehicle at different pedal strokes on an ideal road surface. Alternatively, the standard operating condition data includes tire pressure and sensor data at different pedal strokes when the vehicle is shifting on an ideal road surface.

[0011] In one possible implementation, the second friction coefficients of N vehicles are calculated based on the standard operating condition data of N vehicles, including: obtaining the first pedal stroke of each of the N vehicles, where the first pedal stroke is the pedal stroke of the vehicle when the vehicle changes gears on a first road section; and determining, based on the standard operating condition data of the N vehicles, the friction coefficient between the N vehicles and an ideal road surface when the pedal stroke of each of the N vehicles is the corresponding first pedal stroke, as the second friction coefficient of the N vehicles. The pedal stroke when the standard operating condition data is collected may not be the same as the pedal stroke (first pedal stroke) of the vehicle when the vehicle changes gears on the first road section. Through the above implementation, the pedal stroke of the standard operating condition data is unified with the first pedal stroke, thereby ensuring that the first and second friction coefficients are data at the same pedal stroke, making the calculation results more reliable. The pedal stroke includes the foot brake stroke during braking and the accelerator pedal stroke during acceleration. It should be noted that the manufacturer generally measures the standard operating condition data when the vehicle leaves the factory. When obtaining the standard operating condition data of a specific vehicle, the vehicle's identification can be reported to directly obtain the corresponding standard operating condition data for that vehicle. In one possible implementation, the vehicle's standard operating condition data includes information for determining the vehicle's second friction coefficient at a second pedal stroke, where the second pedal stroke is the pedal stroke when the vehicle's standard operating condition data is measured. Based on the driving data of N vehicles, the first friction coefficients of the N vehicles are calculated separately, including: for each vehicle, obtaining the friction coefficient between the vehicle and the road surface of a first road section at a first pedal stroke, where the vehicle's first pedal stroke is the pedal stroke when the vehicle shifts gears on the first road section; determining the friction coefficient between the vehicle and the road surface of the first road section at a second pedal stroke based on the friction coefficient between the vehicle and the road surface of the first road section at the first pedal stroke, and determining the friction coefficient between the vehicle and the road surface of the first road section at the second pedal stroke as the vehicle's first friction coefficient. In this implementation, converting the friction coefficient at the first pedal stroke when the vehicle is traveling on the first road section into the friction coefficient at the second pedal stroke (as the first friction coefficient) ensures that the first and second friction coefficients are obtained at the same pedal stroke, making the calculation results more reliable.

[0012] In one possible implementation, the degree of road slippage on a first road section is determined based on the first friction coefficient and the second friction coefficient of N vehicles. This includes determining that the road surface on the first road section is slippery if the difference between the second friction coefficient and the first friction coefficient of N1 of the N vehicles is greater than or equal to a first threshold. The greater the difference, the higher the degree of road slippage on the first road section, and N1 is greater than or equal to the second threshold. In this possible implementation, when the friction coefficients of more than a certain threshold number of vehicles differ significantly from the friction coefficient under standard conditions, it can be determined that the slippery road surface is the cause, allowing for targeted improvements to be made to improve driving safety.

[0013] In one possible implementation, determining the brake system health of a first vehicle based on the first friction coefficient and the second friction coefficient of N vehicles includes determining that the brake system health of the first vehicle is poor if the difference between the second friction coefficient and the first friction coefficient of N2 vehicles, including the first vehicle, among the N vehicles is greater than or equal to a third threshold. The greater the difference, the worse the brake system health of the first vehicle, and N2 is less than a fourth threshold. In this possible implementation, only vehicles with a friction coefficient significantly different from the friction coefficient under standard operating conditions, less than a certain threshold, may have a safety hazard in the brake systems of these vehicles.

[0014] In one possible implementation, the method further includes determining a safe distance and / or safe speed for the first vehicle based on the slipperiness of the road surface on the first road section and / or the health of the first vehicle's brake system, and transmitting the safe distance and / or safe speed to the first vehicle. This possible implementation improves the reliability of the calculation results by calculating the safe distance and / or safe speed based on the slipperiness of the road surface and / or the health of the first vehicle's brake system, thereby enhancing driving safety.

[0015] In one possible implementation, for the first vehicle, the method further includes determining the health of the first vehicle's brake system on multiple other road segments, and determining a final brake system health of the first vehicle based on the brake system health of the first vehicle determined for the first road segment and the multiple road segments. This possible implementation can more accurately determine the brake system health of the first vehicle.

[0016] In a second aspect, a method for determining vehicle driving conditions is provided, comprising: a first vehicle receiving road slippage information for a first road section and / or information about the health of the first vehicle's brake system, and displaying the road slippage information for the first road section and / or the health of the first vehicle's brake system on a display interface. The first road section is the road section on which the first vehicle is traveling; the road slippage information for the first road section and / or the health of the first vehicle's brake system are determined based on driving data from N vehicles and standard operating condition data from N vehicles, where the standard operating condition data is data collected when the vehicle is traveling on an ideal road surface with a healthy brake system, and the driving data for the N vehicles is driving data from N vehicles traveling on the first road section within the same time frame, where N is an integer greater than 0. In the method provided in the second aspect, the first vehicle can receive the road slippage information for the first road section and / or the health of a particular vehicle's brake system, and display this information on a display interface so that the driver can refer to this information when driving, thereby improving driving safety.

[0017] In one possible implementation, the method further includes: the first vehicle reporting driving data of the first vehicle on the first road section, where the driving data is tire pressure during a gear shift; or the driving data is acceleration during a gear shift; or the driving data is tire pressure at a constant speed and acceleration during a gear shift; or the driving data is tire pressure during a gear shift and tire pressure at a constant speed. In this possible implementation, the first vehicle can report the driving data of the first vehicle on the first road section so that the device for determining the vehicle driving condition can determine the slipperiness of the road surface on the first road section and / or the health of the first vehicle's brake system.

[0018] In one possible implementation, the method further includes: the first vehicle reporting a pedal stroke of the first vehicle when the first vehicle shifts gears on the first road section. In this possible implementation, the first vehicle may report the pedal stroke of the first vehicle when the first vehicle shifts gears on the first road section, so that the device for determining the vehicle driving condition can more accurately determine the second friction coefficient.

[0019] In one possible implementation, the method further includes: the first vehicle receiving the safe distance and / or safe speed of the first vehicle; and the first vehicle displaying the safe distance and / or safe speed on a display interface. This possible implementation allows the first vehicle to obtain the safe distance and / or safe speed, thereby improving driving safety.

[0020] According to a third aspect, a device for determining a driving condition of a vehicle is provided, comprising: a processing unit and a communication unit; the processing unit is used to obtain driving data of N vehicles traveling on a first road section within a same time range and standard operating condition data of the N vehicles, the standard operating condition data of the vehicle being data collected when the vehicle is traveling on an ideal road surface when its braking system is healthy, and N is an integer greater than 0; the processing unit is also used to determine the road surface wetness of the first road section and / or the health of the braking system of the first vehicle based on the driving data of the N vehicles and the standard operating condition data of the N vehicles, the first vehicle being one of the N vehicles; the communication unit is used to send road surface wetness information of the first road section and / or brake system health information of the first vehicle to the first vehicle.

[0021] In one possible implementation, the vehicle's driving data is the tire pressure during the speed change process; or, the vehicle's driving data is the acceleration during the speed change; or, the vehicle's driving data is the tire pressure at a constant speed and the acceleration during the speed change; or, the vehicle's driving data is the tire pressure during the speed change process and the tire pressure at a constant speed.

[0022] In one possible implementation, the processing unit is specifically used to: calculate the first friction coefficient of the N vehicles respectively based on the driving data of the N vehicles, where the first friction coefficient of the vehicle is the friction coefficient between the vehicle and the road surface of the first road section; calculate the second friction coefficient of the N vehicles respectively based on the standard operating condition data of the N vehicles, where the second friction coefficient of the vehicle is the friction coefficient between the vehicle and the ideal road surface; determine the wetness of the road surface of the first road section and / or the health of the braking system of the first vehicle based on the first friction coefficient of the N vehicles and the second friction coefficient of the N vehicles.

[0023] In one possible implementation, the processing unit is specifically used to: obtain the first pedal stroke of the N vehicles, where the first pedal stroke of the vehicle is the pedal stroke of the vehicle when changing speed on the first road section; and determine, based on the standard operating data of the N vehicles, that when the pedal stroke of the N vehicles is the corresponding first pedal stroke, the friction coefficient between the N vehicles and the ideal road surface is the second friction coefficient of the N vehicles.

[0024] In one possible implementation, the standard operating condition data of the vehicle includes information for determining the second friction coefficient of the vehicle under the second pedal stroke. The processing unit is specifically used to: for any vehicle, obtain the friction coefficient between the vehicle and the road surface of the first section under the first pedal stroke, where the first pedal stroke of the vehicle is the pedal stroke when the vehicle changes speed on the first section; determine the friction coefficient between the vehicle and the road surface of the first section under the second pedal stroke based on the friction coefficient between the vehicle and the road surface of the first section under the first pedal stroke, and determine the friction coefficient between the vehicle and the road surface of the first section under the second pedal stroke as the first friction coefficient of the vehicle.

[0025] In one possible implementation, the processing unit is specifically used to: determine that the road surface of the first section is slippery when the difference between the second friction coefficient and the first friction coefficient of N1 vehicles among the N vehicles is greater than or equal to a first threshold value, the larger the difference is, the more slippery the road surface of the first section is, and N1 is greater than or equal to the second threshold value.

[0026] In one possible implementation, the processing unit is specifically used to: when the difference between the second friction coefficient and the first friction coefficient of N2 vehicles including the first vehicle among the N vehicles is greater than or equal to a third threshold, determine that the health of the braking system of the first vehicle is poor, the larger the difference is, the worse the health of the braking system of the first vehicle is, and N2 is less than a fourth threshold.

[0027] In one possible implementation, the processing unit is also used to determine the safe distance and / or safe speed of the first vehicle based on the wetness of the road surface of the first road section and / or the health of the braking system of the first vehicle, and send the safe distance and / or the safe speed to the first vehicle.

[0028] In one possible implementation, for the first vehicle, the processing unit is further used to: determine the health of the braking system of the first vehicle on multiple other road sections, and determine the final health of the braking system of the first vehicle based on the health of the braking system of the first vehicle determined on the first road section and multiple road sections.

[0029] In a fourth aspect, a first vehicle is provided, comprising: a communication unit and a processing unit; the communication unit is used to receive road surface slipperiness information of a first road section and / or brake system health information of the first vehicle, the first road section being the road section on which the first vehicle is traveling; wherein the road surface slipperiness information of the first road section and / or brake system health information of the first vehicle are determined based on driving data of N vehicles and standard operating condition data of the N vehicles, the standard operating condition data of the vehicle being data collected when the vehicle is traveling on an ideal road surface when the brake system is healthy, the driving data of the N vehicles being driving data of the N vehicles traveling on the first road section within the same time range, and N is an integer greater than 0; the processing unit is used to display the road surface slipperiness of the first road section and / or brake system health information of the first vehicle on a display interface.

[0030] In one possible implementation, the communication unit is also used to report the driving data of the first vehicle on the first road section, where the driving data is the tire pressure during the speed change; or, the driving data is the acceleration during the speed change; or, the driving data is the tire pressure at a constant speed and the acceleration during the speed change; or, the driving data is the tire pressure during the speed change and the tire pressure at a constant speed.

[0031] In a possible implementation, the communication unit is further configured to report a pedal stroke of the first vehicle when changing speed on the first road section.

[0032] In a possible implementation, the communication unit is further used to receive the safe distance and / or safe speed of the first vehicle; and the processing unit is further used to display the safe distance and / or safe speed on a display interface.

[0033] In a fifth aspect, a device for determining vehicle driving conditions is provided, comprising a processor. The processor is connected to a memory, the memory being configured to store computer-executable instructions. The processor executes the computer-executable instructions stored in the memory, thereby implementing any of the methods provided in the first aspect. For example, the memory and processor may be integrated or separate components. In the latter case, the memory may be located within or outside the device for determining vehicle driving conditions.

[0034] In one possible implementation, the processor includes a logic circuit and at least one of an input interface and an output interface. Exemplarily, the output interface is used to perform the sending action in the corresponding method, and the input interface is used to perform the receiving action in the corresponding method.

[0035] In one possible implementation, the apparatus for determining vehicle driving conditions further includes a communication interface and a communication bus, wherein the processor, memory, and communication interface are connected via the communication bus. The communication interface is configured to perform the sending and receiving actions in the corresponding method. The communication interface may also be referred to as a transceiver. Optionally, the communication interface includes at least one of a transmitter and a receiver. In this case, the transmitter is configured to perform the sending action in the corresponding method, and the receiver is configured to perform the receiving action in the corresponding method.

[0036] In a possible implementation, the device for determining the driving condition of a vehicle exists in the form of a chip product.

[0037] In a sixth aspect, a first vehicle is provided, comprising: a processor. The processor is connected to a memory, the memory being configured to store computer-executable instructions. The processor executes the computer-executable instructions stored in the memory, thereby implementing any one of the methods provided in the second aspect. For example, the memory and processor may be integrated or separate components. In the latter case, the memory may be located inside or outside the first vehicle.

[0038] In one possible implementation, the processor includes a logic circuit and at least one of an input interface and an output interface. Exemplarily, the output interface is used to perform the sending action in the corresponding method, and the input interface is used to perform the receiving action in the corresponding method.

[0039] In one possible implementation, the first vehicle further includes a communication interface and a communication bus, and the processor, memory, and communication interface are connected via the communication bus. The communication interface is configured to perform the sending and receiving actions in the corresponding method. The communication interface may also be referred to as a transceiver. Optionally, the communication interface includes at least one of a transmitter and a receiver. In this case, the transmitter is configured to perform the sending action in the corresponding method, and the receiver is configured to perform the receiving action in the corresponding method.

[0040] In one possible implementation, the first vehicle exists in the form of a chip product.

[0041] In the seventh aspect, a device for determining the driving condition of a vehicle is provided, comprising: a processor and an interface, wherein the processor is coupled to a memory through the interface, and when the processor executes a computer program or computer execution instruction in the memory, any one of the methods provided in the first aspect is executed.

[0042] In an eighth aspect, a first vehicle is provided, comprising: a processor and an interface, wherein the processor is coupled to a memory via the interface, and when the processor executes a computer program or computer execution instruction in the memory, any one of the methods provided in the second aspect is executed.

[0043] In a ninth aspect, a computer-readable storage medium is provided, comprising computer-executable instructions, which, when executed on a computer, enable the computer to execute any one of the methods provided in the first or second aspect.

[0044] In a tenth aspect, a computer program product is provided, comprising computer execution instructions, which, when executed on a computer, cause the computer to execute any one of the methods provided in the first or second aspect.

[0045] In the eleventh aspect, a system for determining the driving condition of a vehicle is provided, comprising: a device for determining the driving condition of a vehicle and a first vehicle; wherein the device for determining the driving condition of the vehicle is used to execute any one of the methods provided in the first aspect above, and the first vehicle is used to execute any one of the methods provided in the second aspect above.

[0046] The technical effects brought about by any implementation method in the third aspect to the eleventh aspect can be referred to the technical effects brought about by the corresponding implementation method in the first aspect or the second aspect, and will not be repeated here.

[0047] It should be noted that, provided that the solutions are not contradictory, the solutions in each aspect can be combined. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A schematic diagram of a system in which a vehicle is located provided in an embodiment of the present application;

[0049] Figure 2 A flowchart of a method for determining a vehicle driving condition provided in an embodiment of the present application;

[0050] Figure 3 A schematic diagram of the interaction between the apparatus for determining vehicle driving conditions and other devices provided in an embodiment of the present application;

[0051] Figure 4A schematic diagram showing the degree of road slipperiness and the health of the vehicle's braking system on a display interface provided by an embodiment of the present application;

[0052] Figure 5 A schematic diagram of a vehicle displaying a road surface slipperiness level and a vehicle brake system health level on a display interface provided by an embodiment of the present application;

[0053] Figure 6 A schematic diagram of the forces acting on a vehicle provided in an embodiment of the present application;

[0054] Figure 7 A schematic diagram of a vehicle displaying safety indicators, road condition information, and vehicle brake system health information on a display interface provided by an embodiment of the present application;

[0055] Figure 8 A schematic diagram of the composition of a device provided in an embodiment of the present application;

[0056] Figure 9 A schematic diagram of the hardware structure of a device provided in an embodiment of the present application;

[0057] Figure 10 A schematic diagram of the hardware structure of another device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] In addition to the slippery road surface caused by accumulated water, ice, and snow, which affects the driving safety of vehicles as mentioned in the background technology, the slope of the road surface, the condition of the road surface itself (for example, the material of the road surface, whether there is sand and dust on the road surface, etc.), and the health of the vehicle's own braking system can also affect the driving safety of vehicles. In addition to the problems mentioned in the background technology that the detection accuracy is greatly affected by the environment and the cost is too high, the existing detection schemes also limit the detection process to specific factors of specific objects. For example, the background technology focuses on the detection object on the road surface, and the detection is performed on the road surface affected by weather factors (for example, accumulated water, ice, and snow, etc.). For another example, in the existing detection of the health status of the vehicle's braking system, the temperature of the brake pads is mainly monitored, and the detection object is concentrated on the brake pads, and the temperature of the brake pads is detected. Since there are many factors that affect the driving safety of vehicles, it is difficult for detection schemes limited to specific factors of specific objects to accurately judge the impact of the current situation on the driving safety of vehicles.

[0059] Combine Figure 1The system architecture diagram provided by the embodiment of the present application is introduced. The system includes multiple vehicles, and also includes a device for determining the driving condition of the vehicle, the equipment manufacturer of the vehicle, a vehicle testing organization, a vehicle management system, a driver, etc. Among them, the device for determining the driving condition of the vehicle can be a cloud server, a road side unit (RSU), one of multiple vehicles, one of multiple vehicles, and other devices that can provide computing capabilities. The vehicle management system can, for example, be a system used by a vehicle management organization for vehicle management. The device for determining the driving condition of the vehicle can exchange information about the vehicle when it leaves the factory or test information about the vehicle with the equipment manufacturer of the vehicle and the vehicle testing organization. The device for determining the driving condition of the vehicle can communicate with the vehicle management system to provide the vehicle management system with information about the determined driving condition of the vehicle. The device for determining the driving condition of the vehicle can also interact with the vehicle. Specifically, the vehicle can report data measured by the on-board sensors, and the device for determining the driving condition of the vehicle can send information about the driving condition of the vehicle to the vehicle. The vehicle can inform the driver of the information about the driving condition of the vehicle through human-computer interaction.

[0060] In order to more accurately judge the impact of the current situation on the driving safety of the vehicle without increasing equipment and maintenance costs, this application provides a method for determining the driving condition of the vehicle. Based on the vehicle's driving data and the vehicle's standard operating condition data, the degree of road slipperiness and / or the health of the vehicle's braking system are determined, thereby more accurately judging the impact of the current situation on the vehicle's driving safety. Figure 2 , the method comprising:

[0061] 201. A device for determining a vehicle driving condition obtains driving data of N vehicles traveling on a first road section within a same time range and standard operating condition data of N vehicles, wherein the standard operating condition data of the vehicle is data collected when the vehicle is traveling on an ideal road surface when the braking system is healthy, and N is an integer greater than 0.

[0062] Among them, the device for determining the driving status of the vehicle can be a cloud server, an RSU, a vehicle (which can be one of N vehicles or a vehicle other than the N vehicles), etc.

[0063] The same time range can be any time range, for example, from 9:00 a.m. to 10:00 a.m., or from 11:00 a.m. to 12:00 a.m., or from 1:00 p.m. to 5:00 p.m., or from 8:00 a.m. on the first day to 8:00 a.m. on the second day, etc., and this application does not impose any limitation thereto. The first section can be any section. For example, it can be a section of a highway or a section of an urban road. The N vehicles can be all vehicles that pass through the first section within the time range, or can be some of the vehicles that pass through the first section within the time range, and this application does not impose any limitation thereto.

[0064] The vehicle's driving data is acquired through onboard sensors and is used to characterize the vehicle's driving state. Specifically, the vehicle's driving data includes data when the vehicle changes speed.

[0065] Optionally, the vehicle's driving data can be as follows:

[0066] Case 1: The vehicle's driving data is the tire pressure during the gear shifting process.

[0067] Tire pressure refers to the pressure of the air inside the tire. When the force applied to the tire increases, it is squeezed and deformed, shrinking the internal space and increasing the air pressure. Therefore, as the force applied to the tire increases, the tire pressure increases, and the two are positively correlated.

[0068] Case 2: The vehicle's driving data is the acceleration during speed change.

[0069] Case 3: The vehicle's driving data includes the tire pressure at a constant speed and the acceleration during speed changes.

[0070] Case 4: The vehicle's driving data includes the tire pressure during the gear shift process and the tire pressure at a constant speed.

[0071] The speed change in this application may be acceleration or deceleration (for example, when the vehicle is braking).

[0072] Optionally, the method further includes: the first vehicle reporting the driving data of the first vehicle on the first road section. The first vehicle is one of the N vehicles. In actual implementation, see Figure 3 Each of the N vehicles can report the driving data on the first road section. Each vehicle can report its own driving data on the first road section in real time, periodically, or after receiving a reporting instruction, and this application does not impose any restrictions.

[0073] Tire pressure during speed changes and at a constant speed can be obtained using tire pressure monitoring sensors (TPMS). These sensors are electronic sensors installed in the tires that automatically monitor tire pressure and temperature in real time while the vehicle is stationary or moving. Acceleration during speed changes can be obtained using an inertial navigation system (INS). INS is a common sensor found on most vehicles and can measure vehicle acceleration.

[0074] Optionally, the vehicle's standard operating condition data is data collected when the vehicle changes speed on an ideal road surface when the braking system is healthy.

[0075] The standard operating condition data of the vehicle can be obtained from the vehicle equipment manufacturer (i.e., the vehicle factory), vehicle testing organization, etc. (for example, Figure 3(As shown). Generally, a vehicle's standard operating condition data is the data collected during factory testing. Since the vehicle has just left the factory, its brake system is assumed to be in good condition. Vehicle testing is typically conducted on dry roads, so these roads are considered ideal for driving.

[0076] 202. The device for determining the vehicle driving condition determines the slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle based on the driving data of N vehicles and the standard operating condition data of N vehicles.

[0077] In the embodiment of the present application, the road surface slipperiness can be divided into multiple levels, with higher levels indicating a more slippery road surface, or lower levels indicating a more slippery road surface. For example, the road surface slipperiness can be divided into four levels, from low to high: L1, L2, L3, and L4, with higher levels indicating a more slippery road surface. In this case, if the road surface slipperiness level of the first road section is determined to be L4, it means that the road surface of the first road section is very slippery, endangering driving safety.

[0078] Similarly, a vehicle's brake system health can be categorized into multiple levels, with higher levels indicating better brake system health, and lower levels indicating worse brake system health. A higher brake system health indicates a healthier vehicle's brake system. For example, a vehicle's brake system health can be categorized into five levels: L1, L2, L3, L4, and L5, from low to high. Higher levels indicate better brake system health. In this case, if the brake system health of a first vehicle is determined to be L1, this indicates that the vehicle's brake system is unhealthy, jeopardizing driving safety.

[0079] 203. The device for determining vehicle driving conditions sends information about the slipperiness of the road surface of the first road section and / or information about the health of the brake system of the first vehicle to the first vehicle. In response, the first vehicle receives the information about the slipperiness of the road surface of the first road section and / or information about the health of the brake system of the first vehicle.

[0080] Information on the slippery road conditions for the first section:

[0081] In one case, the road surface slipperiness information of the first road section may refer to information of whether the road surface is slippery or not slippery.

[0082] In another case, if the road surface slipperiness is divided into multiple levels, the road surface slipperiness information of the first road section sent to the first vehicle may be the road surface slipperiness level information of the first road section.

[0083] Optionally, when a higher level indicates a more slippery road surface, and when the road surface slipperiness level of the first road section is greater than or equal to threshold 1, the device for determining the vehicle driving condition sends road surface slipperiness information (slippery information or road surface slipperiness level information) of the first road section to the first vehicle.

[0084] Optionally, in a case where a lower level indicates a more slippery road surface, and when the road surface slipperiness level of the first road section is less than or equal to a threshold value 2, the device for determining the vehicle driving condition sends road surface slipperiness information (slippery information or road surface slipperiness level information) of the first road section to the first vehicle.

[0085] Brake system health information for the first vehicle:

[0086] In one case, the health status information of the brake system of the first vehicle may refer to healthy or unhealthy information.

[0087] In another case, if the health status of the vehicle's brake system is divided into multiple levels, the brake system health status information sent to the first vehicle may be the brake system health level information of the first vehicle.

[0088] Optionally, in a case where a higher level indicates a higher brake system health level, and when the brake system health level of the first vehicle is less than or equal to a threshold value 3, the device for determining the vehicle driving condition sends the brake system health information of the first vehicle (unhealthy information or brake system health level information) to the first vehicle.

[0089] Optionally, in a case where a higher level indicates a lower brake system health, when the brake system health level of the first vehicle is greater than or equal to a threshold value 4, the device for determining the vehicle driving condition sends the brake system health information of the first vehicle (unhealthy information or brake system health level information) to the first vehicle.

[0090] The above threshold 1, threshold 2, threshold 3, and threshold 4 may be preset values.

[0091] It is understandable that if the device for determining the driving condition of a vehicle is the first vehicle, step 203 does not need to be performed.

[0092] 204. The first vehicle displays the slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle on a display interface; or, the first vehicle plays the slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle through a speaker.

[0093] That is, see Figure 3Each vehicle can inform the driver of the slipperiness of the road surface on the first road section and / or the health of the vehicle's brake system through human-computer interaction. Human-computer interaction methods include visual and auditory methods. Among them, visual interaction can be displaying the slipperiness of the road surface on the first road section and / or the health of the vehicle's brake system on a display interface, and auditory interaction can be playing the slipperiness of the road surface on the first road section and / or the health of the vehicle's brake system through a speaker.

[0094] Taking visual interaction as an example, see Figure 4 , the vehicle can display on the display interface that the road surface of the first section is slippery and the vehicle's brake system health is healthy. Figure 5 The vehicle can also display on the display interface that the road surface slippery level of the first section is L3 and the vehicle's braking system health level is L4.

[0095] After step 204, the driver can determine how to drive based on the road surface slipperiness of the first road section and / or the health of the first vehicle's brake system. For example, if the road surface of the first road section is slippery or the first vehicle's brake system is not healthy, the driver can slow down and drive cautiously to improve driving safety. If the driver determines that the vehicle's brake system has a problem based on the health of the vehicle's brake system, he or she can promptly inspect or repair the vehicle's brake system. Optionally, the vehicle can also directly calculate a safe distance and safe speed based on the road surface slipperiness and the health of the brake system to automatically control safe driving of the vehicle.

[0096] The method provided in the embodiments of the present application can determine the slipperiness of the road surface on a first road section and / or the health of a vehicle's brake system based on the driving data and standard operating condition data of multiple vehicles. The acquisition of the vehicle's driving data and standard operating condition data does not require the use of methods such as setting up cameras on the road surface, laying sensors on the road surface, or setting up laser remote sensing monitoring devices on the road surface. Instead, the vehicle's own sensors can detect and report the data, eliminating the need for significant hardware and maintenance costs. Furthermore, the device for determining the vehicle's driving condition can transmit the slipperiness of the road surface on the first road section and / or the health of the vehicle's brake system to the vehicle, allowing the driver to promptly understand the road and vehicle conditions.

[0097] Optionally, step 202 includes the following steps 202-1 to 202-3 during specific implementation:

[0098] 202-1. The device for determining vehicle driving conditions calculates first friction coefficients of the N vehicles respectively based on driving data of the N vehicles, where the first friction coefficients of the vehicles are friction coefficients between the vehicles and a road surface of a first road section.

[0099] 202-2. The device for determining the vehicle driving condition calculates the second friction coefficient of each of the N vehicles based on the standard operating condition data of the N vehicles. The second friction coefficient of the vehicle is the friction coefficient between the vehicle and an ideal road surface.

[0100] 202-3. The device for determining the vehicle driving condition determines the slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle based on the first friction coefficients of the N vehicles and the second friction coefficients of the N vehicles.

[0101] In order to better illustrate the implementation process of step 202, the force applied to the vehicle in a braking scenario is first described. Figure 6 , Figure 6 A schematic diagram of the forces acting on the vehicle in a braking scenario is given. Here, a simplified case is considered, where the road surface is horizontal and the center of mass of the vehicle is assumed to be located within its longitudinal symmetry plane. Side slip is not considered, and the forces acting on the left and right tires are equal.

[0102] Figure 6 The meaning of each symbol in is:

[0103] M: vehicle body mass; m: wheel mass; N f : Front wheel support force; N r : rear wheel support force; f f : front wheel friction; f r : rear wheel friction; F fx : interaction force between the vehicle body and the front wheel in the horizontal direction; F rx : interaction force between the vehicle body and the rear wheel in the horizontal direction; F fy : The vertical interaction force between the vehicle body and the front wheel; F ry : The vertical interaction force between the vehicle body and the rear wheel; L f : interaction torque between the vehicle body and the front wheels; L r : interaction torque between the vehicle body and the rear wheel; d: vertical distance from the wheel hub to the center of mass of the vehicle body; d f : Horizontal distance from the front wheel hub to the center of mass of the vehicle body; d r : the horizontal distance between the rear wheel hub and the center of mass of the vehicle; a: the acceleration of the vehicle in its direction of travel, the direction of which is located in the longitudinal symmetry plane of the vehicle and is horizontally pointed to the front of the vehicle; g: the acceleration due to gravity; M·a: the inertial force acting on the vehicle body, the direction of which is opposite to the acceleration a; m·a: the inertial force acting on the wheel, the direction of which is opposite to the acceleration a; F fx +m·a: the resultant force on the front wheel in the horizontal direction; F rx +m·a: The resultant force acting on the rear wheel in the horizontal direction.

[0104] In addition, the friction coefficient between the wheel (specifically, the tire tread) and the ground is denoted as μ, and the wheel radius is denoted as r.

[0105] For the vehicle body, establishing a force and torque balance model can yield:

[0106]

[0107] For the front wheel, establishing the force and torque balance model can obtain:

[0108]

[0109] For the rear wheels, establishing a force and torque balance model yields:

[0110]

[0111] For the front wheel, the relationship between the support force and the friction force is:

[0112] f f =μN f (4)

[0113] For the rear wheel, the relationship between the support force and the friction force is:

[0114] f r =μN r (5)

[0115] In addition, the relationship between a and g is:

[0116] a=μg (6)

[0117] According to the above formulas (1) to (6), we can get:

[0118]

[0119] The first six equations in formula (7) describe the forces acting on the front and rear wheels. It can be seen that the variable that affects the forces is the friction coefficient between the wheel and the road surface, while the remaining variables are constants. Because the slipperiness of the road surface and the health of the vehicle's braking system affect the friction coefficient, the friction coefficient can be used to determine the slipperiness of the road surface and the health of the vehicle's braking system.

[0120] In addition, when a vehicle travels at a constant speed on a sloped road, assuming the slope is p, then:

[0121]

[0122] When a vehicle brakes on a sloped road, there are:

[0123]

[0124] Among them, step 202 can be implemented by any one of the following first implementation manner or second implementation manner, which are described below respectively.

[0125] The first implementation method

[0126] In the first implementation, based on the understanding of the above content, when step 202-1 is specifically implemented, based on different situations of the vehicle's driving data, step 202-1 also has different implementation methods, which are described below. Among them, situations 1 and 2 are applicable to the scenario where the road surface of the first section is a horizontal road surface, and situations 3 and 4 are applicable to the scenario where the road surface of the first section is a sloped road surface. Among them, after the position of the vehicle is located, it can be determined in advance whether the road surface of the first section is a horizontal road surface or a sloped road surface based on the road conditions of the section where the vehicle is located (for example, the road conditions are determined through a map application), and then the first friction coefficient is calculated according to the method in the corresponding situation. If it is not possible to determine in advance whether the road surface of the first section is a horizontal road surface or a sloped road surface, situations 3 and 4 can be used to calculate the first friction coefficient.

[0127] Case 1: The vehicle's driving data is the tire pressure during the gear shifting process.

[0128] In case 1, for one vehicle, step 202-1 may include:

[0129] 11) The device for determining the driving condition of the vehicle determines the supporting force of the front wheels according to the tire pressure during the front wheel speed change process, and determines the supporting force of the rear wheels according to the tire pressure during the rear wheel speed change process.

[0130] Among them, the tire pressure during the speed change process can be the tire pressure at the beginning of the speed change, the tire pressure when the speed change is completed, or the tire pressure between the beginning of the speed change and the completion of the speed change. This application does not limit this.

[0131] Step 11) In the specific implementation, for the front wheel, the front tire pressure k can be established f and the front wheel support force N f The function W(k f )=N f In this case, determine k f , you can determine N f Similarly, for the rear wheel, the rear tire pressure k can be established r and the rear wheel support force N r The function W(k r )=N r In this case, determine k r , you can determine N r .

[0132] Among them, the function W(kf )=N f and function W(k r )=N r It can be obtained by fitting a large amount of tire pressure data and corresponding support force data.

[0133] 12) The device for determining the driving condition of the vehicle determines the acceleration of the vehicle based on the supporting force of the front wheels and the supporting force of the rear wheels.

[0134] Step 12) In the specific implementation, when determining the support force N of the front wheel f and the rear wheel support force N r Afterwards, based on Figure 6 If point A is taken as the moment equilibrium point in the force diagram shown, we can obtain:

[0135] N r d r +Ma(d+r)=N f d f

[0136] In N r and N f After determination, except for the vehicle's acceleration a, all others are constants, so the vehicle's acceleration a can be calculated.

[0137] 13) The device for determining the driving condition of the vehicle determines a first friction coefficient of the vehicle based on the acceleration of the vehicle.

[0138] In the specific implementation of step 13), after the acceleration a of the vehicle is calculated, the first friction coefficient can be calculated according to the above formula (6).

[0139] Case 2: The vehicle's driving data is the acceleration during speed change.

[0140] In case 2, after the acceleration a during the speed change is determined, the first friction coefficient can be calculated according to the above formula (6).

[0141] Case 3: The vehicle's driving data includes the tire pressure at a constant speed and the acceleration during speed changes.

[0142] In case 3, for one vehicle, step 202-1 may include:

[0143] 21) The device for determining the driving condition of the vehicle determines the slope p of the road surface of the first section based on the tire pressure of the vehicle at a constant speed.

[0144] In a specific implementation of step 21), the device for determining the vehicle's driving condition may first determine the support force of the front wheels based on the tire pressure during the front wheel's constant speed, determine the support force of the rear wheels based on the tire pressure during the rear wheel's constant speed, and then determine p according to the above formula (8). The process of determining the support force of the front wheels based on the tire pressure during the front wheel's constant speed and determining the support force of the rear wheels based on the tire pressure during the rear wheel's constant speed is similar to the implementation process of step 11, and can be understood with reference to this, and will not be repeated here.

[0145] Among them, when determining the road surface slope p, in order to be more accurate, multiple slopes p can be determined based on the tire pressure of multiple vehicles at a constant speed, and the multiple slopes p can be averaged, or the values with larger deviations can be removed and the remaining slopes p can be averaged to obtain the slope of the road surface of the first section.

[0146] Optionally, the method further includes: the first vehicle reporting the tire pressure of the first vehicle when it is traveling at a constant speed on the first road section. Figure 3 Each of the N vehicles can report its tire pressure when traveling at a constant speed on the first road section. Each vehicle can report its tire pressure when traveling at a constant speed in real time, periodically, or after receiving a reporting instruction, and this application does not impose any restrictions.

[0147] 22) The device for determining the driving condition of the vehicle determines the first friction coefficient based on the slope p of the road surface of the first section and the acceleration during the speed change.

[0148] In the specific implementation of step 22), the device for determining the vehicle driving condition may determine the first friction coefficient according to the above formula (9).

[0149] Case 4: The vehicle's driving data includes the tire pressure during the gear shift process and the tire pressure at a constant speed.

[0150] In case 4, for one vehicle, step 202-1 may include:

[0151] 31) The device for determining the driving condition of the vehicle determines the supporting force of the front wheels according to the tire pressure during the front wheel speed change process, and determines the supporting force of the rear wheels according to the tire pressure during the rear wheel speed change process.

[0152] The specific implementation of step 31) can refer to the above step 11).

[0153] 32) The device for determining the driving condition of the vehicle determines the acceleration of the vehicle based on the supporting force of the front wheels and the supporting force of the rear wheels.

[0154] The specific implementation of step 32) can refer to the above step 12).

[0155] 33) The device for determining the driving condition of the vehicle determines the slope p of the road surface of the first section based on the tire pressure of the vehicle at a constant speed.

[0156] The specific implementation of step 33) can refer to the above step 21).

[0157] 34) The device for determining the driving condition of the vehicle determines the first friction coefficient based on the slope p of the road surface of the first section and the acceleration during the speed change.

[0158] The specific implementation of step 34) can refer to the above step 22).

[0159] In the first implementation, optionally, step 202-2 includes step 202-21 and step 202-22 in specific implementation:

[0160] 202-21. The device for determining the vehicle driving condition obtains a first pedal stroke of N vehicles, where the first pedal stroke of a vehicle is a pedal stroke when the vehicle changes speed on a first road section.

[0161] Optionally, the method further includes: the first vehicle reporting the pedal stroke of the first vehicle when the first vehicle changes speed on the first road section, that is, the first vehicle reporting the first pedal stroke of the first vehicle. Figure 3 Each of the N vehicles can report its own first pedal stroke. Each vehicle can report its own first pedal stroke in real time, periodically, or after receiving a reporting instruction, and this application does not impose any restrictions.

[0162] Pedal travel is the displacement of the brake pedal, which is used to describe the distance the pedal (also known as the foot brake) moves after being subjected to force. The greater the pedal travel, the greater the pressure exerted by the brake pad on the wheel hub.

[0163] The vehicle's pedal travel can be obtained using a brake pedal travel sensor, which is essentially a displacement sensor used to detect brake pedal travel. If the vehicle does not have a brake pedal travel sensor installed, other displacement sensors (such as potentiometer-type displacement sensors, inductive displacement sensors, synchro-type displacement sensors, capacitive displacement sensors, eddy-current displacement sensors, and Hall-effect displacement sensors) can be used to obtain the information.

[0164] 202-22. The device for determining the driving condition of a vehicle determines, based on the standard operating condition data of the N vehicles, that when the pedal strokes of the N vehicles are the corresponding first pedal strokes, the friction coefficients between the N vehicles and the ideal road surface are the second friction coefficients of the N vehicles.

[0165] It's important to note that pedal travel affects wheel slip. When a tire exerts traction or braking force, relative motion occurs between the tire and the road surface. Wheel slip refers to the proportion of slip in this motion. Friction is divided into sliding friction and rolling friction, each with different coefficients of friction. Therefore, the coefficient of friction between the wheel and the road surface is related to the wheel slip. In other words, pedal travel affects the friction coefficient.

[0166] Therefore, in order to more accurately determine the degree of road wetness and / or the health of the vehicle's braking system, when calculating the second friction coefficient, the second friction coefficient can be calculated when the pedal stroke of N vehicles is the corresponding first pedal stroke, thereby improving the accuracy of determining the degree of road wetness and / or the health of the vehicle's braking system.

[0167] The standard operating condition data of the vehicle may include the friction coefficient between the vehicle and the ideal road surface under different road materials and different pedal strokes. For example, see Table 1, which shows a possible standard operating condition data of the vehicle.

[0168] Table 1

[0169]

[0170]

[0171] For example, if Table 1 is the standard operating data of the first vehicle, when the first pedal stroke of the first vehicle is 40 percent, if the current road surface material is asphalt, the second friction coefficient of the first vehicle can be determined to be 0.44; if the current road surface material is concrete, the second friction coefficient of the first vehicle can be determined to be 0.54.

[0172] It should be noted that, in actual implementation, the second friction coefficient corresponding to the first pedal stroke of the first vehicle may not be directly obtained from the standard working condition data. For example, when the first pedal stroke of the first vehicle is 10%, there is no second friction coefficient corresponding to the pedal stroke of 10% in Table 1. In this case, the second friction coefficient corresponding to the first pedal stroke of the first vehicle can be calculated by interpolation. For example, when the first pedal stroke of the first vehicle is 10%, if the current road surface material is asphalt, the second friction coefficient of the first vehicle can be determined to be (0.3+0.38) / 2; if the current road surface material is concrete, the second friction coefficient of the first vehicle can be determined to be (0.4+0.48) / 2. Of course, other algorithms can also be used for calculation, such as weighted algorithms, which are not limited in this application.

[0173] Similarly, the second friction coefficient of other vehicles can also be determined according to the first pedal stroke of other vehicles and the standard operating condition data of other vehicles.

[0174] It should be noted that Table 1 above only shows one possible standard operating condition data. In actual implementation, the standard operating condition data may contain more or less information than Table 1 above. The standard operating condition data may not directly indicate the second friction coefficient, but may include parameters for determining the second friction coefficient, such as acceleration, tire pressure at a constant speed, tire pressure during speed change, and other information.

[0175] In the first implementation, optionally, step 202-3 includes step 202-31 and step 202-32 in specific implementation:

[0176] 202-31. When the difference between the second friction coefficient and the first friction coefficient of N1 vehicles among N vehicles is greater than or equal to the first threshold, it is determined that the road surface of the first section is slippery. The larger the difference, the more slippery the road surface of the first section is, and N1 is greater than or equal to the second threshold.

[0177] In this application, the difference between the second friction coefficient and the first friction coefficient refers to the value obtained by subtracting the first friction coefficient from the second friction coefficient. The first friction coefficient may also be greater than the second friction coefficient. In this case, it indicates that the road surface condition of the first section of road and the health of the vehicle's braking system are both good.

[0178] Optionally, the road surface slipperiness level of the first road section may be specifically determined based on the difference, wherein when the difference is within different value ranges, the road surface slipperiness level of the first road section is different.

[0179] For example, when N = 100, the first threshold value may be 0.2, and the second threshold value may be 75. When the difference between the second friction coefficient and the first friction coefficient for at least 75 of the 100 vehicles is greater than or equal to 0.2, the first road section is determined to be slippery. In this case, if the slipperiness level of the first road section is higher and the road surface is more slippery, the greater the difference, the higher the slipperiness level of the first road section. In specific implementations, the slipperiness level of the first road section may vary depending on the range of the difference. For example, when the difference between the second friction coefficient and the first friction coefficient of at least 75 vehicles out of 100 vehicles is greater than or equal to 0.2 and less than 0.3, the road surface slippery level of the first section is determined to be L1; when the difference between the second friction coefficient and the first friction coefficient of at least 75 vehicles out of 100 vehicles is greater than or equal to 0.3 and less than 0.4, the road surface slippery level of the first section is determined to be L2; when the difference between the second friction coefficient and the first friction coefficient of at least 75 vehicles out of 100 vehicles is greater than or equal to 0.4 and less than 0.5, the road surface slippery level of the first section is determined to be L3; when the difference between the second friction coefficient and the first friction coefficient of at least 75 vehicles out of 100 vehicles is greater than or equal to 0.5 and less than 0.6, the road surface slippery level of the first section is determined to be L4.

[0180] For any range of differences, the more vehicles within the N number of vehicles fall within that range, the higher the confidence level for the slippery road surface of the first road section corresponding to that range. For example, if N = 100 and the second threshold is 75, the confidence level for the slippery road surface of the first road section is L2 when the difference between the second friction coefficient and the first friction coefficient is greater than or equal to 0.3 and less than 0.4 for 90 vehicles, which is higher than the confidence level for the slippery road surface of the first road section is L2 when the difference between the second friction coefficient and the first friction coefficient is greater than or equal to 0.3 and less than 0.4 for 75 vehicles.

[0181] 202-32. Among N vehicles, the difference between the second friction coefficient and the first friction coefficient of N2 vehicles including the first vehicle is greater than or equal to the third threshold, and it is determined that the health of the brake system of the first vehicle is poor. The larger the difference, the worse the health of the brake system of the first vehicle, and N2 is less than the fourth threshold.

[0182] The fourth threshold is smaller than the second threshold. The first threshold and the third threshold may be the same or different, which is not limited in this application.

[0183] Optionally, the brake system health level of the first vehicle may be specifically determined based on the difference, wherein the brake system health level of the first vehicle is different when the difference is within different value ranges.

[0184] For example, the third threshold value can be 0.2, and the fourth threshold value can be 10. That is, when the difference between the second friction coefficient and the first friction coefficient for at most 10 vehicles out of 100, including the first vehicle, is greater than or equal to 0.2, the first vehicle's brake system health is determined to be poor. In this case, if the higher the first vehicle's brake system health level, the less healthy the first vehicle's brake system is, and the greater the difference, the higher the brake system health level of the first vehicle. In specific implementations, the brake system health level of the first vehicle may vary depending on the range of the difference. For example, if the difference between the second friction coefficient and the first friction coefficient for at most 10 vehicles, including the first vehicle, out of 100 vehicles is greater than or equal to 0.2 and less than 0.3, the first vehicle's brake system health level is determined to be L1. If the difference between the second friction coefficient and the first friction coefficient for at most 10 vehicles, including the first vehicle, out of 100 vehicles is greater than or equal to 0.3 and less than 0.4, the first vehicle's brake system health level is determined to be L2. If the difference between the second friction coefficient and the first friction coefficient for at most 10 vehicles, including the first vehicle, out of 100 vehicles is greater than or equal to 0.4 and less than 0.5, the first vehicle's brake system health level is determined to be L3. If the difference between the second friction coefficient and the first friction coefficient for at most 10 vehicles, including the first vehicle, out of 100 vehicles is greater than or equal to 0.5 and less than 0.6, the first vehicle's brake system health level is determined to be L4. L1 to L4 indicate, in descending order, that the brake system of the first vehicle is less healthy.

[0185] In an alternative implementation of step 202-32, after obtaining the first friction coefficients of N vehicles, the brake system health of the vehicles can be determined based on the first friction coefficients of the N vehicles. Specifically, since the brake systems of most vehicles are normally healthy, the brake systems of the vehicles among the N vehicles whose first friction coefficients differ significantly from and are smaller than the first friction coefficients of the majority of vehicles can be considered to have poor brake system health. If the first vehicle is one of these vehicles, the brake system health of the first vehicle is determined to be poor. For example, if 90 of 100 vehicles have first friction coefficients between 0.25 and 0.3, 5 vehicles have first friction coefficients between 0.3 and 0.4 (indicating that the brake systems of these 5 vehicles are healthier than those of the 90 vehicles), and 5 vehicles have first friction coefficients between 0.1 and 0.2 (indicating that the brake systems of these 5 vehicles are less healthy than those of the 90 vehicles), then the brake systems of the 5 vehicles with first friction coefficients between 0.1 and 0.2 can be determined to have poor brake system health.

[0186] The above method can also be used to determine the brake system health of the first vehicle corresponding to multiple other road sections. The final brake system health of the first vehicle can be determined based on the brake system health of the first vehicle determined for the first road section and the multiple road sections, thereby more accurately determining the brake system health of the first vehicle. For example, if, among five road sections including the first road section, the brake system health level of the first vehicle corresponding to four road sections is L3, and the brake system health level of the first vehicle determined for one road section is L4, then the confidence level that the brake system health level of the first vehicle is L3 can be determined with high confidence, and the brake system health level of the first vehicle can be determined to be 3. The first, second, third, and fourth thresholds in this application can be preset or obtained through big data statistics. These thresholds are all greater than 0. The second and fourth thresholds can also be determined based on N. For example, the second and fourth thresholds can have a fixed ratio to N. For example, the second threshold can be 20%, 10%, etc. of N, and the fourth threshold can be 80%, 90%, etc. of N.

[0187] The second implementation method

[0188] In a second implementation, the standard operating condition data of the vehicle includes information for determining the second friction coefficient of the vehicle under the second pedal stroke. Step 202-1 may include, in specific implementation: for any vehicle, obtaining the friction coefficient between the vehicle and the road surface of the first section under the first pedal stroke, where the first pedal stroke of the vehicle is the pedal stroke when the vehicle changes speed on the first section; determining the friction coefficient between the vehicle and the road surface of the first section under the second pedal stroke based on the friction coefficient between the vehicle and the road surface of the first section under the first pedal stroke, and determining the friction coefficient between the vehicle and the road surface of the first section under the second pedal stroke as the first friction coefficient of the vehicle.

[0189] The method for calculating the friction coefficient between the vehicle and the road surface of the first section at the first pedal stroke can be found in the method for calculating the first friction coefficient under the first implementation method, and will not be repeated here. After calculating the friction coefficient between the vehicle and the road surface of the first section at the first pedal stroke, the first friction coefficient can be determined based on the proportional relationship between the first pedal stroke and the second pedal stroke. For example, if the first pedal stroke is 10 percent and the second pedal stroke is 20 percent, and the friction coefficient between the vehicle and the road surface of the first section at the first pedal stroke is 0.1, then the first friction coefficient can be: (20 percent / 10 percent) * 0.1 = 0.2. The "*" represents "multiplied by."

[0190] In a second implementation, in step 202-2, the second friction coefficient is a second friction coefficient determined based on information included in the vehicle's standard operating condition data for determining the second friction coefficient of the vehicle under the second pedal stroke. For example, based on the example shown in Table 1, if the road material is asphalt and the second pedal stroke is 20 percent, the second friction coefficient is 0.38.

[0191] In the second implementation mode, after determining the first friction coefficient and the second friction coefficient, the wetness of the road surface of the first section and / or the health of the braking system of the first vehicle can be determined according to the above step 203. The specific description can be found above and will not be repeated here.

[0192] Optional, see Figure 2 , the above method further includes steps 205 and 206:

[0193] 205. The device for determining the vehicle driving condition determines a safe distance and / or a safe speed for the first vehicle based on the slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle, and transmits the safe distance and / or the safe speed to the first vehicle. In response, the first vehicle receives the safe distance and / or the safe speed of the first vehicle.

[0194] In the first case, the safe distance and / or safe speed of the first vehicle can be determined based on the road surface slipperiness of the first road section. The road surface slipperiness indicates that the slipperier the road surface, the greater the safe distance and / or the smaller the safe speed of the first vehicle. The road surface slipperiness indicates that the less slippery the road surface, the smaller the safe distance and the greater the safe speed of the first vehicle. There can be a corresponding relationship between the road surface slipperiness and the safe distance and / or safe speed of the vehicles, and the safe distance and / or safe speed of the first vehicle can be determined based on this corresponding relationship.

[0195] Similarly, the safe distance and / or safe speed of the first vehicle can be determined based on the health of the first vehicle's brake system. The health of the brake system indicates that the less healthy the vehicle's brake system is, the greater the safe distance and the lower the safe speed of the first vehicle. The health of the brake system indicates that the healthier the vehicle's brake system is, the smaller the safe distance and the higher the safe speed of the first vehicle. There can be a corresponding relationship between the health of the first vehicle's brake system and the vehicle's safe distance and / or safe speed, and the safe distance and / or safe speed of the first vehicle can be determined based on this corresponding relationship.

[0196] In the second case, although the slope p has little effect on the road's friction coefficient, it does affect the friction experienced by the vehicle, which in turn affects the vehicle's acceleration during braking, and thus, its driving safety. Therefore, the first vehicle's safe distance and / or safe speed can be determined based on the road surface slipperiness and slope p of the first road section. When the road surface slipperiness is determined, the greater the p, the greater the safe distance and the smaller the safe speed of the first vehicle; and the smaller the p, the smaller the safe distance and the greater the safe speed of the first vehicle. A corresponding relationship can exist between the road surface slipperiness, slope p, and the vehicle's safe distance and / or safe speed, and the first vehicle's safe distance and / or safe speed can be determined based on this corresponding relationship.

[0197] Similarly, the safe distance and / or safe speed of the first vehicle can be determined based on the health of the first vehicle's brake system and the slope p. When the health of the first vehicle's brake system is determined, a greater p indicates a greater safe distance and a smaller safe speed for the first vehicle. Similarly, a smaller p indicates a smaller safe distance and a greater safe speed for the first vehicle. A corresponding relationship can exist between the health of the first vehicle's brake system, the slope p, and the safe distance and / or safe speed of the vehicle. The safe distance and / or safe speed of the first vehicle can be determined based on this corresponding relationship.

[0198] Furthermore, the device for determining the vehicle driving condition may also send the slope p to the first vehicle.

[0199] In addition, the device for determining the driving condition of a vehicle can also determine and send the safe gear position of the first vehicle based on the wetness of the road surface of the first section and / or the health of the braking system of the first vehicle, etc., which is not limited in this application.

[0200] 206. The first vehicle displays the safe distance and / or safe speed on a display interface; or, the first vehicle plays the safe distance and / or safe speed through a speaker.

[0201] Furthermore, the first vehicle can also receive the slope p and display the slope p on the display interface or play it through the speaker. Since the determination of the road surface slipperiness of the first road section or the health of the braking system of the first vehicle is based solely on the friction coefficient, as can be seen above, the slope p has little effect on the friction coefficient of the road surface, but it will affect the friction force exerted on the vehicle. The friction force will affect the acceleration of the vehicle during braking, and thus affect the driving safety of the vehicle. Therefore, after receiving the road surface slipperiness of the first road section or the health of the braking system of the first vehicle, the first vehicle can determine the impact of the first road section on the driving safety of the vehicle in combination with the slope p. When other factors are determined, the smaller p is, the safer the driving of the first vehicle is. Optionally, the vehicle can also directly calculate the safe vehicle distance and safe vehicle speed based on the road surface slipperiness and the health of the braking system to control the safe driving of the vehicle.

[0202] For example, see Figure 7 The first vehicle can display safety indicators, road condition information, and vehicle brake system health information on a display interface. Safety indicators include safe vehicle distance, safe vehicle speed, safe gear position, etc. Road condition information includes road slipperiness and slope p. Vehicle brake system health information includes the health of the vehicle's brake system.

[0203] After step 206 , the driver may drive the vehicle according to a safe vehicle distance and / or a safe vehicle speed.

[0204] It should be noted that after step 202, steps 203 and 204 may be executed, or steps 205 and 206 may be executed directly, or all of these steps may be executed, which is not limited in this application.

[0205] Optional, see Figure 2 , the above method further includes:

[0206] 207. The device for determining the vehicle driving condition sends information about the road surface slipperiness of the first road section and / or information about the health of the brake system of at least one vehicle to the vehicle management system. In response, the vehicle management system receives the information about the road surface slipperiness of the first road section and / or information about the health of the brake system of at least one vehicle.

[0207] Furthermore, the device for determining the vehicle driving condition may also send the slope p to the vehicle management system. Figure 3 Understand. Figure 3 A schematic diagram of the interaction between a device for determining a vehicle's driving condition and N vehicles, a vehicle management system, a vehicle equipment manufacturer, and a vehicle testing organization is shown. In actual implementation, the information exchanged between the device for determining a vehicle's driving condition and other devices may be more or less than that shown in the diagram. For greater simplicity, some descriptions in the diagram are simplified, and the details can be understood by referring to the text.

[0208] The vehicle management system can display this information on the display interface, and managers can check the corresponding road sections or manage the corresponding vehicles based on this information, thereby improving the efficiency of manual intervention.

[0209] Similar to step 204, the device for determining the vehicle driving condition may transmit information about the road slipperiness of the first road section and / or the brake system health status of at least one vehicle to the vehicle management system if the road slipperiness level of the first road section or the brake system health status of at least one vehicle meets a certain threshold. For details, please refer to the above and will not be repeated here.

[0210] Similar to the first vehicle, after receiving the road surface slipperiness of the first road section or the health of the braking system of at least one vehicle, the vehicle management system can determine the impact of the first road section on the driving safety of the vehicle in combination with the slope p.

[0211] It should be noted that the health of a vehicle's braking system depends on many factors, such as the degree of tire tread wear, the degree of brake pad wear, the temperature of the brake pad, and the health of the brake disc. The slipperiness of the road surface also depends on many factors, such as the road surface temperature, whether there is water, ice, or snow on the road surface, etc. However, this application does not specifically determine parameters such as the degree of tire tread wear, the degree of brake pad wear, the degree of brake disc wear, the road surface temperature, whether there is water, ice, or snow on the road surface. In other words, this application is not limited to certain specific factors that affect the safety of vehicle driving (for example, water accumulation, ice accumulation, etc.), but rather determines the overall degree of road slipperiness affected by multiple factors and the health of the vehicle's braking system affected by multiple factors, which can more accurately determine the impact of the current situation on the safety of vehicle driving.

[0212] When the above embodiment is implemented, the device for determining the driving condition of the vehicle can continuously (for example, periodically) execute the above method to monitor the slippery road conditions and the health of the vehicle's braking system, and push the results to the vehicle or vehicle management system in a timely manner.

[0213] The formulas used in the above embodiments of the present application are calculated under relatively ideal conditions. When the vehicle is actually driving, the forces acting on the vehicle are often very complex. However, in essence, the method for calculating the above parameters can be deduced based on the balance of forces acting on the vehicle. The specific calculation can be based on actual conditions, and this application will not elaborate on them one by one.

[0214] The above mainly introduces the scheme of the embodiment of the present application from the perspective of method. It is understandable that, in order to realize the above functions, each device includes at least one of the hardware structure and software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0215] The embodiments of the present application can divide the functional units of each device according to the above method examples. For example, each functional unit can be divided according to each function, or two or more functions can be integrated into one processing unit. The above integrated unit can be implemented in the form of hardware or in the form of software functional units. It should be noted that the division of units in the embodiments of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0216] For example, Figure 8 A schematic diagram of a possible structure of the apparatus (denoted as apparatus 80) involved in the above embodiment is shown. The apparatus 80 includes a processing unit 801 and a communication unit 802. Optionally, it also includes a storage unit 803. The apparatus 80 can be used to illustrate the apparatus for determining the vehicle driving condition and the structure of the first vehicle in the above embodiment.

[0217] when Figure 8 The schematic diagram shown in the figure is used to illustrate the structure of the device for determining the vehicle driving condition involved in the above embodiment. The processing unit 801 is used to control and manage the actions of the device for determining the vehicle driving condition. For example, the processing unit 801 is used to execute Figure 2 201-203, 205 and 207, and / or the actions performed by the apparatus for determining the vehicle driving condition in other processes described in the embodiments of the present application. The processing unit 801 can communicate with other network entities through the communication unit 802, for example, Figure 2 The storage unit 803 is used to store program codes and data of the device for determining the driving condition of the vehicle.

[0218] when Figure 8 The structural diagram shown is used to illustrate the structure of the first vehicle involved in the above embodiment. The processing unit 801 is used to control and manage the actions of the first vehicle. For example, the processing unit 801 is used to execute Figure 2 203-206, and / or the actions performed by the first vehicle in other processes described in the embodiments of the present application. The processing unit 801 can communicate with other network entities through the communication unit 802, for example, Figure 2 The storage unit 803 is used to store program codes and data of the first vehicle.

[0219] Exemplarily, the apparatus 80 may be a device or a chip or a chip system.

[0220] When the apparatus 80 is a device, the processing unit 801 may be a processor; the communication unit 802 may be a communication interface, a transceiver, or an input interface and / or an output interface. Alternatively, the transceiver may be a transceiver circuit. Alternatively, the input interface may be an input circuit, and the output interface may be an output circuit.

[0221] When the device 80 is a chip or a chip system, the communication unit 802 may be a communication interface, input interface and / or output interface, interface circuit, output circuit, input circuit, pin or related circuit on the chip or chip system. The processing unit 801 may be a processor, a processing circuit or a logic circuit.

[0222] Figure 8 If the integrated units in the embodiment of the present application are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor (processor) to execute all or part of the steps of the method described in each embodiment of the present application. The storage medium for storing computer software products includes: various media that can store program codes, such as USB flash drives, mobile hard drives, read-only memories (ROM), random access memories (RAM), magnetic disks or optical disks.

[0223] The present application also provides a hardware structure diagram of the device involved in the above embodiment, see Figure 9 or Figure 10 The device includes a processor 901 and, optionally, a memory 902 connected to the processor 901 .

[0224] The processor 901 may be a CPU, a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program of the present application. The processor 901 may also include multiple CPUs, and the processor 901 may be a single-core (single-CPU) processor or a multi-core (multi-CPU) processor. The processor here may refer to one or more devices, circuits, or processing cores for processing data (such as computer program instructions).

[0225] The memory 902 may be a ROM or other type of static storage device that can store static information and instructions, a RAM or other type of dynamic storage device that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of an instruction or data structure and can be accessed by a computer, and the embodiments of the present application do not impose any restrictions on this. The memory 902 can be independent (in this case, the memory can be located outside the device or inside the device), or it can be integrated with the processor 901. Among them, the memory 902 can contain computer program code. The processor 901 is used to execute the computer program code stored in the memory 902, thereby implementing the method provided in the embodiments of the present application.

[0226] In the first possible implementation, see Figure 9 The device further includes a transceiver 903. The processor 901, the memory 902, and the transceiver 903 are connected via a bus. The transceiver 903 is used to communicate with other devices or a communication network. Optionally, the transceiver 903 may include a transmitter and a receiver. The device used to implement the receiving function in the transceiver 903 can be considered a receiver, and the receiver is used to perform the receiving step in the embodiment of the present application. The device used to implement the sending function in the transceiver 903 can be considered a transmitter, and the transmitter is used to perform the sending step in the embodiment of the present application.

[0227] Based on the first possible implementation, Figure 9 The structural schematic diagram shown can be used to illustrate the device for determining the vehicle driving condition and the structure of the first vehicle involved in the above embodiments.

[0228] when Figure 9 The schematic diagram shown in FIG. 1 is used to illustrate the structure of the device for determining the vehicle driving condition involved in the above embodiment. The processor 901 is used to control and manage the actions of the device for determining the vehicle driving condition. For example, the processor 901 is used to execute Figure 2 201-203, 205 and 207 in the embodiment of the present application, and / or the actions performed by the device for determining the vehicle driving condition in other processes described in the embodiment of the present application. The processor 901 can communicate with other network entities through the transceiver 903, for example, Figure 2The memory 902 is used to store program codes and data of the device for determining the driving condition of the vehicle.

[0229] when Figure 9 The schematic diagram shown in the figure is used to illustrate the structure of the first vehicle involved in the above embodiment. The processor 901 is used to control and manage the actions of the first vehicle. For example, the processor 901 is used to execute Figure 2 203-206, and / or the actions performed by the first vehicle in other processes described in the embodiments of the present application. The processor 901 can communicate with other network entities through the transceiver 903, for example, Figure 2 The memory 902 is used to store program codes and data of the first vehicle.

[0230] In a second possible implementation, the processor 901 includes a logic circuit and at least one of an input interface and an output interface. Exemplarily, the output interface is used to perform the sending action in the corresponding method, and the input interface is used to perform the receiving action in the corresponding method.

[0231] Based on the second possible implementation, see Figure 10 , Figure 10 The structural schematic diagram shown can be used to illustrate the device for determining the vehicle driving condition and the structure of the first vehicle involved in the above embodiments.

[0232] when Figure 10 The schematic diagram shown in FIG. 1 is used to illustrate the structure of the device for determining the vehicle driving condition involved in the above embodiment. The processor 901 is used to control and manage the actions of the device for determining the vehicle driving condition. For example, the processor 901 is used to execute Figure 2 201-203, 205 and 207 in the embodiment of the present application, and / or the actions performed by the device for determining the vehicle driving condition in other processes described in the embodiment of the present application. The processor 901 can communicate with other network entities through at least one of the input interface and the output interface, for example, Figure 2 The memory 902 is used to store program codes and data of the device for determining the driving condition of the vehicle.

[0233] when Figure 10 The schematic diagram shown in the figure is used to illustrate the structure of the first vehicle involved in the above embodiment. The processor 901 is used to control and manage the actions of the first vehicle. For example, the processor 901 is used to execute Figure 2 203-206, and / or the actions performed by the first vehicle in other processes described in the embodiments of the present application. The processor 901 can communicate with other network entities through at least one of the input interface and the output interface, for example, Figure 2The memory 902 is used to store program codes and data of the first vehicle.

[0234] During implementation, each step of the method provided in this embodiment can be completed by hardware integrated logic circuits in a processor or by software instructions. The steps of the method disclosed in the embodiments of this application can be directly implemented as execution by a hardware processor, or as a combination of hardware and software modules in a processor.

[0235] An embodiment of the present application also provides a computer-readable storage medium, comprising instructions, which, when executed on a computer, enables the computer to execute any of the above methods.

[0236] An embodiment of the present application also provides a computer program product comprising instructions, which, when executed on a computer, enables the computer to execute any of the above methods.

[0237] An embodiment of the present application also provides a system for determining a vehicle driving condition, comprising: the above-mentioned device for determining a vehicle driving condition and the above-mentioned first vehicle.

[0238] An embodiment of the present application further provides a chip, including: a processor and an interface, wherein the processor is coupled to a memory via the interface, and when the processor executes a computer program or instruction in the memory, any one of the methods provided in the above embodiments is executed.

[0239] In the description of this application, unless otherwise specified, " / " means or. For example, A / B can mean A or B. "And / or" in this document is simply a description of the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In the description of this application, unless otherwise specified, "at least one" means one or more, and "a plurality" means two or more.

[0240] In addition, to facilitate the clear description of the technical solutions of the embodiments of the present application, in the embodiments of the present application, the words "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will understand that the words "first" and "second" do not limit the quantity or execution order, and the words "first" and "second" do not necessarily mean different.

[0241] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using a software program, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that contains one or more media that can be integrated. The available medium may be a magnetic medium (eg, a floppy disk, a hard disk, a magnetic tape), an optical medium (eg, a DVD), or a semiconductor medium (eg, a solid state disk (SSD)).

[0242] Although the present application is described herein in conjunction with various embodiments, in the process of implementing the claimed application, those skilled in the art may understand and implement other variations of the disclosed embodiments by reviewing the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude multiple situations. A single processor or other unit may implement several functions listed in the claims. Certain measures are recorded in different dependent claims, but this does not mean that these measures cannot be combined to produce good results.

[0243] Although the present application has been described with reference to specific features and embodiments thereof, it is apparent that various modifications and combinations may be made thereto without departing from the spirit and scope of the present application. Accordingly, this specification and the drawings are merely illustrative of the present application as defined by the appended claims and are deemed to cover any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art may make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, the present application is intended to include such modifications and variations as fall within the scope of the claims of the present application and their equivalents.

Claims

1. A method for determining a vehicle driving condition, characterized in that: The method is applied to a device for determining a vehicle driving condition, comprising: Obtaining driving data and standard operating condition data of N vehicles traveling on a first road section within a same time range, where the standard operating condition data of the vehicles is data collected when the vehicles are traveling on an ideal road surface with a healthy braking system, and N is an integer greater than 0; wherein the driving data of the N vehicles are respectively reported by their corresponding vehicles, and the standard operating condition data of the N vehicles are respectively obtained from the equipment manufacturers and vehicle testing institutions of their corresponding vehicles; determining, based on the driving data of the N vehicles and the standard operating condition data of the N vehicles, a road surface slipperiness of the first road section and / or a brake system health of a first vehicle, where the first vehicle is one of the N vehicles; Sending information about the slipperiness of the road surface of the first road section and / or information about the health status of the braking system of the first vehicle to the first vehicle.

2. The method according to claim 1, characterized in that The vehicle's driving data is the tire pressure during the speed change process; or, the vehicle's driving data is the acceleration during the speed change; or, the vehicle's driving data is the tire pressure at a constant speed and the acceleration during the speed change; or, the vehicle's driving data is the tire pressure during the speed change process and the tire pressure at a constant speed.

3. The method according to claim 1 or 2, characterized in that The determining, based on the driving data of the N vehicles and the standard operating condition data of the N vehicles, the road surface slipperiness of the first road section and / or the health of the braking system of the first vehicle includes: Calculating first friction coefficients of the N vehicles respectively based on the driving data of the N vehicles, where the first friction coefficients of the vehicles are friction coefficients between the vehicles and the road surface of the first road section; Calculating, based on the standard operating condition data of the N vehicles, second friction coefficients of the N vehicles respectively, where the second friction coefficients of the vehicles are friction coefficients between the vehicles and the ideal road surface; The degree of slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle are determined based on the first friction coefficients of the N vehicles and the second friction coefficients of the N vehicles.

4. The method according to claim 3, characterized in that The calculating the second friction coefficients of the N vehicles respectively according to the standard operating condition data of the N vehicles includes: Acquire a first pedal stroke of the N vehicles, where the first pedal stroke of the vehicle is a pedal stroke of the vehicle when changing speed on the first road section; According to the standard operating condition data of the N vehicles, it is determined that when the pedal stroke of the N vehicles is the corresponding first pedal stroke, the friction coefficient between the N vehicles and the ideal road surface is the second friction coefficient of the N vehicles.

5. The method according to claim 3, characterized in that The determining the road surface slipperiness of the first road section according to the first friction coefficients of the N vehicles and the second friction coefficients of the N vehicles includes: When the difference between the second friction coefficient and the first friction coefficient of N1 vehicles among the N vehicles is greater than or equal to the first threshold, it is determined that the road surface of the first section is slippery. The larger the difference is, the more slippery the road surface of the first section is, and N1 is greater than or equal to the second threshold.

6. The method according to claim 3, characterized in that The determining, based on the first friction coefficients of the N vehicles and the second friction coefficients of the N vehicles, a brake system health of the first vehicle includes: Among the N vehicles, the difference between the second friction coefficient and the first friction coefficient of N2 vehicles including the first vehicle is greater than or equal to the third threshold, and it is determined that the health of the braking system of the first vehicle is poor. The larger the difference, the worse the health of the braking system of the first vehicle, and N2 is less than the fourth threshold.

7. The method according to any one of claims 1-2, 4-6, characterized in that: The method further comprises: The safe distance and / or safe speed of the first vehicle are determined according to the wetness of the road surface of the first road section and / or the health of the braking system of the first vehicle, and the safe distance and / or the safe speed are sent to the first vehicle.

8. A method for determining a vehicle's driving condition, characterized in that: include: A first vehicle receives road slipperiness information of a first road section and / or brake system health information of the first vehicle from a device for determining a vehicle driving condition, wherein the first road section is a road section on which the first vehicle is traveling; wherein the road slipperiness information of the first road section and / or brake system health information of the first vehicle is determined based on driving data of N vehicles and standard operating condition data of the N vehicles, wherein the standard operating condition data of the vehicles is data collected when the vehicles are traveling on an ideal road surface when their brake systems are healthy, and the N vehicles are vehicles traveling on the first road section within a same time range, where N is an integer greater than 0; wherein the driving data of the N vehicles are respectively reported by their respective corresponding vehicles, and the standard operating condition data of the N vehicles are respectively obtained from the equipment manufacturers and vehicle testing institutions of their respective corresponding vehicles; The first vehicle displays the slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle on a display interface.

9. The method according to claim 8, characterized in that The method further comprises: The first vehicle reports the driving data of the first vehicle on the first road section, and the driving data is the tire pressure during the speed change; or, the driving data is the acceleration during the speed change; or, the driving data is the tire pressure at a constant speed and the acceleration during the speed change; or, the driving data is the tire pressure during the speed change and the tire pressure at a constant speed.

10. The method according to claim 8 or 9, characterized in that The method further comprises: The first vehicle reports a pedal travel of the first vehicle when changing speed on the first road section.

11. The method according to claim 8 or 9, characterized in that The method further comprises: The first vehicle receives a safe vehicle distance and / or a safe vehicle speed of the first vehicle; The first vehicle displays the safe vehicle distance and / or the safe vehicle speed on a display interface.

12. A device for determining a vehicle's driving condition, characterized in that: include: processing unit and communication unit; The processing unit is configured to obtain driving data of N vehicles traveling on a first road section within a same time range and standard operating condition data of the N vehicles, wherein the standard operating condition data of the vehicles is data collected when the vehicles are traveling on an ideal road surface when their braking systems are healthy, and N is an integer greater than 0; wherein the driving data of the N vehicles are respectively reported by their respective corresponding vehicles, and the standard operating condition data of the N vehicles are respectively obtained from the equipment manufacturers and vehicle testing institutions of their respective corresponding vehicles; The processing unit is further configured to determine, based on the driving data of the N vehicles and the standard operating condition data of the N vehicles, a road surface slipperiness of the first road section and / or a brake system health of a first vehicle, where the first vehicle is one of the N vehicles; The communication unit is used to send the road surface slipperiness information of the first road section and / or the braking system health information of the first vehicle to the first vehicle.

13. The device according to claim 12, characterized in that The vehicle's driving data is the tire pressure during the speed change process; or, the vehicle's driving data is the acceleration during the speed change; or, the vehicle's driving data is the tire pressure at a constant speed and the acceleration during the speed change; or, the vehicle's driving data is the tire pressure during the speed change process and the tire pressure at a constant speed.

14. The device according to claim 12 or 13, characterized in that The processing unit is specifically configured to: Calculating first friction coefficients of the N vehicles respectively based on the driving data of the N vehicles, where the first friction coefficients of the vehicles are friction coefficients between the vehicles and the road surface of the first road section; Calculating, based on the standard operating condition data of the N vehicles, second friction coefficients of the N vehicles respectively, where the second friction coefficients of the vehicles are friction coefficients between the vehicles and the ideal road surface; The degree of slipperiness of the road surface of the first road section and / or the health of the braking system of the first vehicle are determined based on the first friction coefficients of the N vehicles and the second friction coefficients of the N vehicles.

15. The device according to claim 14, characterized in that The processing unit is specifically configured to: Acquire a first pedal stroke of the N vehicles, where the first pedal stroke of the vehicle is a pedal stroke of the vehicle when changing speed on the first road section; According to the standard operating condition data of the N vehicles, it is determined that when the pedal stroke of the N vehicles is the corresponding first pedal stroke, the friction coefficient between the N vehicles and the ideal road surface is the second friction coefficient of the N vehicles.

16. The device according to claim 14, characterized in that The processing unit is specifically configured to: When the difference between the second friction coefficient and the first friction coefficient of N1 vehicles among the N vehicles is greater than or equal to the first threshold, it is determined that the road surface of the first section is slippery. The larger the difference is, the more slippery the road surface of the first section is, and N1 is greater than or equal to the second threshold.

17. The device according to claim 14, characterized in that The processing unit is specifically configured to: Among the N vehicles, the difference between the second friction coefficient and the first friction coefficient of N2 vehicles including the first vehicle is greater than or equal to the third threshold, and it is determined that the health of the braking system of the first vehicle is poor. The larger the difference, the worse the health of the braking system of the first vehicle, and N2 is less than the fourth threshold.

18. The device according to any one of claims 12-13, 15-17, characterized in that The processing unit is also used to determine the safe distance and / or safe speed of the first vehicle based on the wetness of the road surface of the first section and / or the health of the braking system of the first vehicle, and send the safe distance and / or the safe speed to the first vehicle.

19. A first vehicle, characterized in that: include: a communication unit and a processing unit; The communication unit is configured to receive information on the degree of road slipperiness of a first road section and / or information on the health of the brake system of the first vehicle from a device for determining a vehicle driving condition, the first road section being a road section on which the first vehicle is traveling; wherein the information on the degree of road slipperiness of the first road section and / or information on the health of the brake system of the first vehicle is determined based on driving data of N vehicles and standard operating condition data of the N vehicles, wherein the standard operating condition data of the vehicle is data collected when the vehicle is traveling on an ideal road surface when the brake system is healthy, and the driving data of the N vehicles is driving data of the N vehicles traveling on the first road section within the same time range, where N is an integer greater than 0; wherein the driving data of the N vehicles are respectively reported by their respective corresponding vehicles, and the standard operating condition data of the N vehicles are respectively obtained from equipment manufacturers and vehicle testing institutions of their respective corresponding vehicles; The processing unit is used to display the wetness of the road surface of the first road section and / or the health of the braking system of the first vehicle on a display interface.

20. The first vehicle according to claim 19, characterized in that The communication unit is also used to report the driving data of the first vehicle on the first road section, the driving data being the tire pressure during the speed change process; or, the driving data being the acceleration during the speed change; or, the driving data being the tire pressure at a constant speed and the acceleration during the speed change; or, the driving data being the tire pressure during the speed change process and the tire pressure at a constant speed.

21. The first vehicle according to claim 19 or 20, characterized in that The communication unit is further configured to report a pedal stroke of the first vehicle when changing speed on the first road section.

22. The first vehicle according to claim 19 or 20, characterized in that The communication unit is further configured to receive a safe vehicle distance and / or a safe vehicle speed of the first vehicle; The processing unit is further configured to display the safe vehicle distance and / or the safe vehicle speed on a display interface.

23. A device for determining a vehicle's driving condition, characterized in that: include: processor; The processor is connected to a memory, the memory is used to store computer-executable instructions, and the processor executes the computer-executable instructions stored in the memory, so that the device implements the method according to any one of claims 1 to 7.

24. The device according to claim 23, characterized in that The device exists in the product form of a chip.

25. A first vehicle, characterized in that: include: processor; The processor is connected to a memory, and the memory is used to store computer-executable instructions. The processor executes the computer-executable instructions stored in the memory to enable the first vehicle to implement the method according to any one of claims 8 to 11.

26. The vehicle according to claim 25, characterized in that The vehicle exists in the product form of a chip.

27. A computer-readable storage medium, characterized in that The method comprises computer-executable instructions, which, when executed on a computer, enable the computer to execute the method according to any one of claims 1 to 7; or to execute the method according to any one of claims 8 to 11.

28. A computer program product, characterized in that The method comprises computer-executable instructions, which, when executed on a computer, enable the computer to execute the method according to any one of claims 1 to 7; or to execute the method according to any one of claims 8 to 11.

Images