Method, device, vehicle and storage medium for identifying road type

Abstract

The present application provides a method, device, vehicle and storage medium for identifying road surface types. During vehicle driving, when the vehicle has a yaw tendency, the vehicle determines a first braking force deviation between the left wheel and the right wheel for alleviating the yaw tendency. The method determines a second braking force deviation between the left wheel and the right wheel in the vertical direction, and determines the difference between the first braking force deviation and the second braking force deviation. When the absolute value of the difference is relatively large, the road surface type is determined to be a split road surface. The method indirectly infers the road surface type based on the absolute value of the difference, rather than with the help of vehicle components. Therefore, the method can avoid the influence of vehicle components on the identification of road surface types. In addition, in the process of determining the braking force deviation, the method eliminates the influence of road surface height on the braking force deviation, thereby avoiding the braking force deviation being caused by height rather than road surface type. Therefore, the method can improve the accuracy of road surface type identification.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a method, a device, a vehicle and a storage medium for identifying a road type in the field of vehicles. Background Art

[0002] With the development of vehicle technology and the improvement of people's living standards, more and more vehicles are entering people's lives. However, there are also more and more vehicle-related problems, including the problem of identifying the type of road surface on which the vehicle is traveling.

[0003] At present, when a vehicle is driving, the speed difference between the left and right wheels is generally obtained through the wheel speed sensor in the vehicle, and then the road type of the vehicle is judged whether it is a split road. However, the accuracy of the above judgment method is closely related to the quality of the wheel speed sensor. If the wheel speed sensor fails, the judgment method will fail.

[0004] Therefore, there is an urgent need for a method for identifying road types to improve the recognition accuracy of road types. Summary of the invention

[0005] The present application provides a method, device, vehicle and storage medium for identifying road surface types. The method can avoid the influence of vehicle components on the identification of road surface types and improve the identification accuracy of road surface types.

[0006] In a first aspect, a method for identifying a road type is provided, the method comprising: determining a first braking force deviation between a left wheel and a right wheel in the vehicle for alleviating the yaw tendency when a vehicle is detected to have a yaw tendency; determining a second braking force deviation between the left wheel and the right wheel in the vertical direction based on a vertical acceleration of the left wheel and a vertical acceleration of the right wheel; and determining that the type of road surface on which the vehicle is traveling is an open road when an absolute value of a difference between the first braking force deviation and the second braking force deviation is greater than a first threshold.

[0007] In the above technical solution, when the vehicle has a yaw tendency during driving, in order to alleviate or improve the yaw tendency of the vehicle, the vehicle will adjust the braking force of each wheel. The vehicle is kept in a stable state as much as possible by the braking force deviation between the left wheel and the right wheel. Therefore, when the vehicle has a yaw tendency, the vehicle determines the first braking force deviation between the left wheel and the right wheel in the vehicle for alleviating the yaw tendency. The left road surface corresponding to the left wheel and the right road surface corresponding to the right wheel may be at different heights, and these different heights will affect the first braking force deviation. The method determines the second braking force deviation between the left wheel and the right wheel in the vertical direction based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel, and determines the difference between the first braking force deviation and the second braking force deviation. The method excludes the influence of the road height on the braking force deviation between the left wheel and the right wheel when used to alleviate the yaw tendency. When the absolute value of the difference is relatively large, it is determined that the road type on which the vehicle is traveling is an open road, that is, there is a large difference in adhesion coefficient between the left road and the right road. That is, when the vehicle has a yaw tendency, the method indirectly infers the road type based on the absolute value of the difference between the braking force deviations of the left wheel and the right wheel, rather than relying on vehicle components. Therefore, the method can avoid the influence of vehicle components on the identification of road types. In addition, in the process of determining the braking force deviation between the left wheel and the right wheel, the method excludes the influence of the left road surface and the right road surface on the braking force deviation in height, thereby avoiding the braking force deviation being caused by height rather than road type. Therefore, the method can improve the recognition accuracy of road type.

[0008] In combination with the first aspect, in certain possible implementations, when a yaw tendency of the vehicle is detected, a first braking force deviation between a left wheel and a right wheel in the vehicle is determined for alleviating the yaw tendency, including: when a yaw tendency of the vehicle is detected, based on an actual yaw angular velocity and a target yaw angular velocity of the vehicle, determining a yaw moment required for the vehicle for alleviating the yaw tendency; and determining a first braking force deviation between the left wheel and the right wheel based on the yaw moment and the bearing capacity of the axles of each wheel in the vehicle.

[0009] In the above technical solution, when the yaw tendency of the vehicle is detected, the vehicle has slightly yawed and the vehicle has a yaw angular velocity (actual yaw angular velocity). In order to alleviate the yaw tendency of the vehicle, the vehicle will pre-set a target yaw angular velocity, that is, the yaw angular velocity to be finally achieved. Further, based on the actual yaw angular velocity and the target yaw angular velocity, the yaw moment required by the vehicle is determined; and then based on the yaw moment and the bearing capacity of the wheel axle of each wheel in the vehicle, the first braking force deviation between the left wheel and the right wheel is accurately determined.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel, a second braking force deviation between the left wheel and the right wheel in the vertical direction is determined, including: determining a first vertical load of the left wheel based on the vertical acceleration of the left wheel and the mass of the part where the left wheel is located, and determining a second vertical load of the right wheel based on the vertical acceleration of the right wheel and the mass of the part where the right wheel is located; determining a load deviation between the first vertical load and the second vertical load; and determining the product of the load deviation and the acceleration of gravity as the second braking force deviation.

[0011] In the above technical solution, the braking force deviation (second braking force deviation) between the left wheel and the right wheel in the vertical direction is related to the vertical load of the left wheel and the vertical load of the right wheel, and the vertical load of the wheel is related to the vertical acceleration of the wheel and the mass of the part where the wheel is located. Therefore, in the method, the first vertical load of the left wheel is determined based on the vertical acceleration of the left wheel and the mass of the part where the left wheel is located, and the second vertical load of the right wheel is determined based on the vertical acceleration of the right wheel and the mass of the part where the right wheel is located; further, the load deviation between the first vertical load and the second vertical load is determined, and the second braking force deviation is accurately determined based on the product of the load deviation and the gravitational acceleration.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the absolute value of the difference between the first braking force deviation and the second braking force deviation is greater than a first threshold, the type of the road surface on which the vehicle is traveling is determined to be an open road surface, including: when the absolute value is greater than the first threshold, determining the current total braking force of multiple wheels in the vehicle; obtaining the actual braking force requested by the vehicle; and when the difference between the actual braking force and the total braking force is greater than a second threshold, determining that the road surface type is an open road surface.

[0013] In the above technical solution, when the absolute value of the difference between the first braking force deviation and the second braking force deviation is relatively large, the method compares the actual braking force actually requested by the vehicle with the total braking force used by the vehicle to alleviate the yaw tendency, so as to determine whether the total braking force can meet the actual braking force requirement. Furthermore, when the difference between the actual braking force and the total braking force is relatively large, that is, when the total braking force cannot meet the actual braking force requirement, the method determines that the road surface type on which the vehicle is traveling is a split road surface. Since the above solution takes into account the influence of the actual braking force requirement of the vehicle on the road surface type during the driving process of the vehicle, the road surface type determined by the method has a high accuracy rate.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the difference between the actual braking force and the total braking force is greater than a second threshold value, the road surface type is determined to be an open road surface, including: when the difference between the actual braking force and the total braking force is greater than the second threshold value, detecting whether the current rotation angle of the steering wheel in the vehicle is within a preset angle range, and the preset angle range is used to indicate that the vehicle is driving in a straight line; when the current rotation angle is within the preset angle range, determining whether the vehicle encounters a crosswind while driving; when the vehicle encounters a crosswind while driving, determining that the road surface type is an open road surface.

[0015] In the above technical solution, when the difference between the actual braking force and the total braking force is large, the method detects whether the current rotation angle of the steering wheel is within a preset angle range to determine whether the vehicle is traveling in a straight line. Further, when the vehicle is traveling in a straight line, the method determines whether the vehicle encounters a crosswind while traveling; further, when the vehicle encounters a crosswind while traveling, the vehicle determines that the road surface type is a split road surface. That is to say, in the process of indirectly inferring the road surface type based on the absolute value of the difference between the braking force deviations of the left wheel and the right wheel, the above solution excludes the influence of the vehicle's actual braking force demand, vehicle steering, and crosswind on the road surface type. Therefore, the road surface type determined by this method has a higher accuracy rate.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: determining whether the difference between the first braking force deviation and the second braking force deviation is greater than a third threshold value; when the difference between the first braking force deviation and the second braking force deviation is greater than the third threshold value, determining that the left road surface corresponding to the left wheel is a low adhesion coefficient road surface, and determining that the right road surface corresponding to the right wheel is a high adhesion coefficient road surface; when the difference between the first braking force deviation and the second braking force deviation is less than the third threshold value, determining that the left road surface is a high adhesion coefficient road surface, and determining that the right road surface is a low adhesion coefficient road surface.

[0017] In the above technical solution, the braking force deviation describes the difference in braking force between the left wheel and the right wheel. When a wheel is driving on a high-adhesion coefficient road surface, the braking force required by the wheel is low, while when the wheel is driving on a low-adhesion coefficient road surface, the braking force required by the wheel is high. Therefore, when the difference between the first braking force deviation and the second braking force deviation is large, the vehicle accurately determines that the left road surface corresponding to the left wheel is a low-adhesion coefficient road surface, and determines that the right road surface corresponding to the right wheel is a high-adhesion coefficient road surface; conversely, when the difference between the first braking force deviation and the second braking force deviation is small, the vehicle accurately determines that the left road surface is a high-adhesion coefficient road surface, and determines that the right road surface is a low-adhesion coefficient road surface.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the current driving environment of the vehicle indicates that the current weather is inclement weather, adjusting the driving speed of the vehicle to a first speed, and the first speed is a speed that ensures the safety of vehicle driving; when the driving environment indicates that the current weather is not the inclement weather, obtaining the density of vehicles traveling on the opposite road; when the vehicle density is greater than a preset density, adjusting the driving speed to the first speed.

[0019] In the above technical solution, the open road refers to a road on which the vehicle is traveling with a high adhesion coefficient on one side and a low adhesion coefficient on the other side. After determining that the road type on which the vehicle is traveling is an open road, the method determines whether the current driving environment of the vehicle indicates that the current weather is bad weather. When the current driving environment of the vehicle indicates that the current weather is bad weather, the vehicle adjusts the driving speed of the vehicle to a speed that ensures the safety of the vehicle. This is because when the vehicle is traveling on the open road, even in good weather conditions, it may cause the vehicle to lose directional controllability or slip, drift, etc. when traveling on a road with a low adhesion coefficient, not to mention in bad weather. When the driving environment indicates that the current weather is not the bad weather, the vehicle obtains the vehicle density traveling on the open road, and when the vehicle density is large, the vehicle adjusts the driving speed to a speed that ensures the safety of the vehicle. This is because when the vehicle is traveling on the open road, it may cause the vehicle to lose directional controllability or slip, drift, etc. when traveling on a road with a low adhesion coefficient. If the density of vehicles traveling on the opposite road is high and the vehicles are still traveling at a high speed, a vehicle collision or even a serious traffic accident may occur.

[0020] In a second aspect, a device for identifying a road type is provided, the device comprising: a first determination module for determining a first braking force deviation between a left wheel and a right wheel in the vehicle for alleviating the yaw tendency when a yaw tendency of the vehicle is detected; a second determination module for determining a second braking force deviation between the left wheel and the right wheel in the vertical direction based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel; and a third determination module for determining that the type of road surface on which the vehicle is traveling is an open road surface when an absolute value of the difference between the first braking force deviation and the second braking force deviation is greater than a first threshold.

[0021] In combination with the second aspect, in some possible implementations, the first determination module is specifically used to: when it is detected that the vehicle has a yaw tendency, determine the yaw moment required for the vehicle to alleviate the yaw tendency based on the actual yaw angular velocity and the target yaw angular velocity of the vehicle; and determine the first braking force deviation between the left wheel and the right wheel based on the yaw moment and the bearing capacity of the axle of each wheel in the vehicle.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second determination module is specifically used to: determine the first vertical load of the left wheel based on the vertical acceleration of the left wheel and the mass of the part where the left wheel is located, and determine the second vertical load of the right wheel based on the vertical acceleration of the right wheel and the mass of the part where the right wheel is located; determine the load deviation between the first vertical load and the second vertical load; and determine the product of the load deviation and the acceleration of gravity as the second braking force deviation.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the third determination module is specifically used to determine the current total braking force of multiple wheels in the vehicle when the absolute value is greater than the first threshold; the device also includes: an acquisition module, used to obtain the actual braking force requested by the vehicle; the third determination module is also specifically used to determine that the road surface type is a split road when the difference between the actual braking force and the total braking force is greater than the second threshold.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a detection module, which is used to detect whether the current rotation angle of the steering wheel in the vehicle is within a preset angle range when the difference between the actual braking force and the total braking force is greater than the second threshold, and the preset angle range is used to indicate that the vehicle is driving in a straight line; the third determination module is specifically used to: determine whether the vehicle encounters a side wind while driving when the current rotation angle is within the preset angle range; and determine that the road surface type is a split road when the vehicle encounters a side wind while driving.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the third determination module is also used to: determine whether the difference between the first braking force deviation and the second braking force deviation is greater than a third threshold value; when the difference between the first braking force deviation and the second braking force deviation is greater than the third threshold value, determine that the left road surface corresponding to the left wheel is a low adhesion coefficient road surface, and determine that the right road surface corresponding to the right wheel is a high adhesion coefficient road surface; when the difference between the first braking force deviation and the second braking force deviation is less than the third threshold value, determine that the left road surface is a high adhesion coefficient road surface, and determine that the right road surface is a low adhesion coefficient road surface.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: an adjustment module, which is used to adjust the driving speed of the vehicle to a first speed when the current driving environment of the vehicle indicates that the current weather is bad weather, and the first speed is a speed that ensures the safety of vehicle driving; the acquisition module is also used to obtain the density of vehicles traveling on the open road when the driving environment indicates that the current weather is not the bad weather; the adjustment module is also used to adjust the driving speed to the first speed when the vehicle density is greater than a preset density.

[0027] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a computer-readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application;

[0030] Figure 2 is a schematic flow chart of a method for identifying a road surface type provided in an embodiment of the present application;

[0031] Figure 3 is a schematic diagram of a vehicle swaying provided in an embodiment of the present application;

[0032] Figure 4 is a schematic diagram of determining a first braking force deviation provided in an embodiment of the present application;

[0033] Figure 5 is a schematic diagram of the structure of a device for identifying road surface types provided in an embodiment of the present application;

[0034] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0035] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0036] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0037] Figure 1 It is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application.

[0038] For example, Figure 1 As shown, when vehicle A is driving on an uphill road, the relevant technology uses the wheel speed sensor in vehicle A to obtain the speed difference between the left and right wheels, and then determines whether the road surface type of the uphill road is a split road, where the adhesion coefficient of the road surface on one side is different from that on the other side. However, the accuracy of the above judgment method is closely related to the quality of the wheel speed sensor. If the wheel speed sensor fails, the judgment method fails.

[0039] In order to solve the above problems, this application proposes a method for identifying road surface types to improve the recognition accuracy of road surface types. The specific method steps can be seen as follows: Figure 2 .

[0040] Figure 2 It is a schematic flowchart of a method for identifying road surface type provided in an embodiment of the present application.

[0041] It should be understood that the method for identifying road surface types provided in the embodiment of the present application is applied to Figure 1 In the vehicle, specifically, the method for identifying the road type can also be applied to a controller in the vehicle.

[0042] For example, Figure 2 As shown, the method 200 includes:

[0043] Step 201 : when a yaw tendency of the vehicle is detected, the vehicle determines a first braking force deviation between a left wheel and a right wheel of the vehicle for alleviating the yaw tendency.

[0044] It should be understood that the "detection of a yaw tendency of the vehicle" in the above step 201 means that the vehicle has just been detected to be yawed and has slightly yawed, specifically, the actual driving direction of the vehicle is inconsistent with the direction input by the driver through the steering wheel. The yaw refers to the movement of the vehicle around the Z axis (longitudinal axis) during driving. For details, see Figure 3 As shown, during the driving process, vehicle A moves around the Z axis, and vehicle A yaws.

[0045] It should also be understood that the "first braking force deviation between the left wheel and the right wheel in the vehicle for alleviating the yaw tendency" in the above step 201 refers to the difference between the braking force of the left wheel and the braking force of the right wheel when improving the yaw tendency of the vehicle, that is, the difference in braking force between the left wheel and the right wheel when the vehicle reaches a stable state.

[0046] It should also be understood that when the vehicle starts or brakes in a straight line at full force on an open road, the wheels traveling on the low-adhesion road surface will have a tendency to drive slip or brake lock. At this time, the adhesion difference between the left and right wheels of the vehicle is large, and the vehicle will yaw. When the vehicle has a yaw tendency, the stability system in the vehicle will intervene to improve the yaw tendency of the vehicle. In addition, the first braking force deviation in step 201 can be regarded as the braking force deviation caused by the intervention of the stability system.

[0047] In some embodiments, the stability system is an Electronic Stability Control (ESC) system, a Traction Control System (TCS) system, or an Anti-Lock Braking System (ABS) system.

[0048] In some embodiments, the vehicle is in a starting condition or a braking condition when the vehicle has a yaw tendency in step 201 .

[0049] In some embodiments, step 201 includes: when a yaw tendency of the vehicle is detected while the vehicle is traveling in a straight line, the vehicle determines a first braking force deviation between the left wheel and the right wheel.

[0050] In some embodiments, the method for determining whether the vehicle has a yaw tendency in step 201 includes any one of the following: when the actual yaw angular velocity of the vehicle deviates from the preset yaw angular velocity within a first preset time period, the vehicle determines that the vehicle has a yaw tendency; when the lateral acceleration of the vehicle is greater than the preset lateral acceleration within a second preset time period, the vehicle determines that the vehicle has a yaw tendency; when the wheel speed difference between the wheel speed of the left wheel and the wheel speed of the right wheel in the vehicle is greater than the preset wheel speed difference, the vehicle determines that the vehicle has a yaw tendency.

[0051] It should be understood that in the above scheme, "yaw rate" refers to the angular velocity of the vehicle moving around the Z axis during driving; "lateral acceleration" refers to the acceleration of the vehicle when it moves on a horizontal plane along an axis perpendicular to the driving direction. Among them, the lateral acceleration focuses on the horizontal acceleration of the center of mass of the vehicle, while the yaw rate focuses on the rotational movement of the entire vehicle. In addition, "wheel speed" refers to the rotational speed of the wheel.

[0052] It should also be understood that when the actual yaw angular velocity of the vehicle continuously deviates from zero, it indicates that the vehicle is beginning to yaw; when the lateral acceleration of the vehicle suddenly increases, it indicates that the vehicle is beginning to yaw; when the wheel speed difference between the left and right wheels in the vehicle increases significantly, it indicates that the vehicle is beginning to yaw.

[0053] In some embodiments, the first preset time length is 3 seconds, and the preset yaw angular velocity is 0 rad / s.

[0054] In some embodiments, the second preset time length is 1 s, and the preset lateral acceleration is 3 m / s².

[0055] In some embodiments, the preset wheel speed difference is 2 m / s.

[0056] In one possible implementation, step 201 includes: when it is detected that the vehicle has a yaw tendency, the vehicle determines the yaw moment required for the vehicle to alleviate the yaw tendency based on the actual yaw angular velocity and the target yaw angular velocity of the vehicle; the vehicle determines the first braking force deviation between the left wheel and the right wheel based on the yaw moment and the bearing capacity of the axle of each wheel in the vehicle.

[0057] It should be understood that the "target yaw rate" in the above solution refers to the yaw rate preset by the vehicle in order to alleviate the yaw tendency of the vehicle, that is, the yaw rate to be finally achieved. It should also be understood that the "yaw moment" in the above solution refers to the moment acting on the center of mass of the vehicle, which is used to prevent the vehicle from moving around the Z axis, thereby improving the yaw tendency of the vehicle.

[0058] In the above technical solution, when the yaw tendency of the vehicle is detected, the vehicle has slightly yawed and the vehicle has a yaw angular velocity (actual yaw angular velocity). In order to alleviate the yaw tendency of the vehicle, the vehicle will pre-set a target yaw angular velocity, that is, the yaw angular velocity to be finally achieved. Further, based on the actual yaw angular velocity and the target yaw angular velocity, the yaw moment required by the vehicle is determined; and then based on the yaw moment and the bearing capacity of the wheel axle of each wheel in the vehicle, the first braking force deviation between the left wheel and the right wheel is accurately determined.

[0059] In some embodiments, the vehicle determines the yaw moment required for alleviating the yaw tendency of the vehicle based on the actual yaw angular velocity and the target yaw angular velocity of the vehicle, including: the vehicle determines the yaw moment required for alleviating the yaw tendency of the vehicle based on the following formula (1) to formula (4);

[0060] (1)

[0061] (2)

[0062] (3)

[0063] (4)

[0064] in, The yaw moment required by the vehicle to alleviate the yaw tendency is: is the yaw moment of inertia of the vehicle's center of mass, is the target center of mass sideslip angle, is the target yaw rate, is the derivative of the sideslip angle of the target center of mass, is the derivative of the actual center of mass sideslip angle, is the derivative of the actual yaw rate, is the cornering stiffness of the front axle wheel, is the cornering stiffness of the rear axle wheel, is the longitudinal velocity of the vehicle's center of mass, is the wheel angle of the vehicle, is the distance between the vehicle's center of mass and the front axle, is the distance between the vehicle's center of mass and the rear axle, and are all constants greater than zero. is a symbolic function.

[0065] In some embodiments, the left wheel includes a first wheel and a second wheel in the vehicle, and the right wheel includes a third wheel and a fourth wheel in the vehicle. The vehicle determines a first braking force deviation between the left wheel and the right wheel based on the yaw moment and the bearing force of the axle of each wheel in the vehicle, including: the vehicle determines a first set of braking force deviations between the first wheel and the third wheel, and a second set of braking force deviations between the second wheel and the fourth wheel based on the following formula (5) and formula (6); the vehicle determines the sum of the first set of braking force deviations and the second set of braking force deviations as the first braking force deviation;

[0066] (5)

[0067] (6)

[0068] in, is the braking force of the first wheel, is the braking force of the third wheel, is the braking force of the second wheel, is the braking force of the fourth wheel, is the load-bearing capacity of the first axle, is the load-bearing capacity of the second axle, The wheelbase of the vehicle.

[0069] It should be understood that the first braking force deviation in the above solution is .

[0070] Figure 4 It is a schematic diagram of determining a first braking force deviation provided in an embodiment of the present application.

[0071] For example, Figure 4 As shown, taking the vehicle as a four-wheel vehicle, the left wheels in the vehicle are the first wheel and the second wheel, the right wheels are the third wheel and the fourth wheel, the first wheel is the left front wheel, the second wheel is the left rear wheel, the third wheel is the right front wheel, and the fourth wheel is the right rear wheel as an example, the process of determining the first braking force deviation between the left wheel and the right wheel is described.

[0072] Specifically, the vehicle inputs the yaw moment of inertia of the vehicle's center of mass, the target center of mass sideslip angle, the target yaw angular velocity, the derivative of the target center of mass sideslip angle, the derivative of the actual center of mass sideslip angle, the derivative of the actual yaw angular velocity, the cornering stiffness of the front axle wheel, the cornering stiffness of the rear axle wheel, the longitudinal velocity of the vehicle's center of mass, the vehicle's wheel angle, the distance between the vehicle's center of mass and the front axle, and the distance between the vehicle's center of mass and the rear axle into formulas (1) to (4) to determine the yaw moment required by the vehicle for alleviating the yaw tendency. The vehicle inputs the yaw moment, the bearing force of the first wheel axle and the bearing force of the second wheel axle in the vehicle into formulas (5) and (6) to determine a first set of braking force deviations between the left front wheel and the right front wheel, and a second set of braking force deviations between the left rear wheel and the right rear wheel. The vehicle determines the sum of the first set of braking force deviations and the second set of braking force deviations as the first braking force deviation.

[0073] Step 202: The vehicle determines a second braking force deviation between the left wheel and the right wheel in the vertical direction based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel.

[0074] It should be understood that the "vertical acceleration" in the above step 202 is used to indicate the speed change of the wheel in the vertical direction, and the vertical acceleration can reflect the flatness of the road surface on which the vehicle is traveling. It should also be understood that the "second braking force deviation" in the above step 202 indicates the difference in braking force between the left wheel and the right wheel due to the difference in vertical acceleration in the vertical direction. When the vehicle is traveling on an uneven road surface (the height of the left and right road surfaces is different), this difference may cause the vehicle to lose balance, thereby affecting the vehicle's handling and safety.

[0075] It should also be understood that in some embodiments, when the left and right road surfaces of the vehicle's driving road surface are at different heights, the braking forces of the left and right wheels of the vehicle in the vertical direction are different when the vehicle brakes. Therefore, the first braking force deviation between the left and right wheels of the vehicle for alleviating the yaw tendency determined in step 201 may be affected by the road surface height. Therefore, in step 202 of the method, the second braking force deviation between the left and right wheels in the vertical direction is determined based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel.

[0076] In some embodiments, the method for determining the vertical acceleration of the left wheel and the vertical acceleration of the right wheel in step 202 includes: the vehicle obtains the vertical acceleration of the left wheel and the vertical acceleration of the right wheel through a lateral acceleration sensor in the vehicle.

[0077] It should be understood that the "lateral acceleration sensor" in the above solution can be regarded as an AY sensor. The AY sensor is used to measure the speed change of the vehicle in the vertical direction and can be used to identify the road condition and the posture of the whole vehicle.

[0078] In one possible implementation, step 202 includes: the vehicle determines a first vertical load of the left wheel based on the vertical acceleration of the left wheel and the mass of the portion where the left wheel is located, and determines a second vertical load of the right wheel based on the vertical acceleration of the right wheel and the mass of the portion where the right wheel is located; the vehicle determines a load deviation between the first vertical load and the second vertical load; and the vehicle determines the product of the load deviation and the acceleration of gravity as the second braking force deviation.

[0079] It should be understood that the "mass of the part where the wheel is located" in the above solution refers to the total mass including the wheel, the corresponding suspension assembly and the vehicle parts that the wheel needs to bear (such as the seat corresponding to the wheel, etc.). In some embodiments, the mass of the part where the left wheel is located includes the left wheel, the corresponding suspension assembly, the left seat, the left door, the left rearview mirror and the left headlight, etc. Among them, the suspension assembly refers to a series of mechanical devices in the vehicle chassis system used to connect the wheel and the body (or frame). The suspension assembly is mainly used to support the body and absorb the impact and vibration caused by uneven roads.

[0080] In the above technical solution, the braking force deviation (second braking force deviation) between the left wheel and the right wheel in the vertical direction is related to the vertical load of the left wheel and the vertical load of the right wheel, and the vertical load of the wheel is related to the vertical acceleration of the wheel and the mass of the part where the wheel is located. Therefore, in the method, the first vertical load of the left wheel is determined based on the vertical acceleration of the left wheel and the mass of the part where the left wheel is located, and the second vertical load of the right wheel is determined based on the vertical acceleration of the right wheel and the mass of the part where the right wheel is located; further, the load deviation between the first vertical load and the second vertical load is determined, and the second braking force deviation is accurately determined based on the product of the load deviation and the gravitational acceleration.

[0081] In some embodiments, the left wheel includes a first wheel and a second wheel in the vehicle, and the vehicle determines a first vertical load of the left wheel based on the vertical acceleration of the left wheel and the mass of the portion where the left wheel is located, including: the vehicle determines the vertical load of the first wheel based on the vertical acceleration of the first wheel and the mass of the portion where the first wheel is located, and determines the vertical load of the second wheel based on the vertical acceleration of the second wheel and the mass of the portion where the second wheel is located; the vehicle determines the sum of the vertical load of the first wheel and the vertical load of the second wheel as the first vertical load of the left wheel.

[0082] In some embodiments, the right wheel includes a third wheel and a fourth wheel in the vehicle, and the vehicle determines the second vertical load of the right wheel based on the vertical acceleration of the right wheel and the mass of the portion where the right wheel is located, including: the vehicle determines the vertical load of the third wheel based on the vertical acceleration of the third wheel and the mass of the portion where the third wheel is located, and determines the vertical load of the fourth wheel based on the vertical acceleration of the fourth wheel and the mass of the portion where the fourth wheel is located; the vehicle determines the sum of the vertical load of the third wheel and the vertical load of the fourth wheel as the second vertical load of the right wheel.

[0083] Step 203: When the absolute value of the difference between the first braking force deviation and the second braking force deviation is greater than a first threshold, the vehicle determines that the type of the road surface on which the vehicle is traveling is an open road surface.

[0084] It should be understood that in the above step 203, the "second braking force deviation" describes the influence of the height of the road surface on which the vehicle is traveling (the height of the left road surface and the right road surface) on the braking force, and the "first braking force deviation" describes the influence of the road surface on which the vehicle is traveling on the braking force. The "absolute value of the difference between the first braking force deviation and the second braking force deviation" describes the influence of the road surface type on which the vehicle is traveling on the braking force, specifically refers to the deviation in braking force between the left wheel and the right wheel caused by the influence of the road surface type on the braking force.

[0085] It should also be understood that the "split road surface" in the above step 203 refers to a road surface on which the vehicle is traveling with a high adhesion coefficient on one side and a low adhesion coefficient on the other side. In other words, the left and right wheels of the vehicle are traveling on roads with different adhesion coefficients. Compared with a low adhesion coefficient road surface, when the vehicle brakes on a high adhesion coefficient road surface, the braking force required by the wheels is relatively small.

[0086] In one possible implementation, step 203 includes: when the absolute value is greater than the first threshold, the vehicle determines the current total braking force of multiple wheels in the vehicle; the vehicle obtains the actual braking force requested by the vehicle; when the difference between the actual braking force and the total braking force is greater than a second threshold, the vehicle determines that the road surface type is a split road.

[0087] It should be understood that, generally, when a vehicle is traveling on a non-divided road, the vehicle's braking system can meet the driver's braking needs. Therefore, the type of road the vehicle is traveling on can be inferred from the difference between the actual braking force and the total braking force that the vehicle can currently provide.

[0088] In the above technical solution, when the absolute value of the difference between the first braking force deviation and the second braking force deviation is relatively large, the method compares the actual braking force actually requested by the vehicle with the total braking force used by the vehicle to alleviate the yaw tendency, so as to determine whether the total braking force can meet the actual braking force requirement. Furthermore, when the difference between the actual braking force and the total braking force is relatively large, that is, when the total braking force cannot meet the actual braking force requirement, the method determines that the road surface type on which the vehicle is traveling is a split road surface. Since the above solution takes into account the influence of the actual braking force requirement of the vehicle on the road surface type during the driving process of the vehicle, the road surface type determined by the method has a high accuracy rate.

[0089] In some embodiments, the vehicle obtains the actual braking force requested by the vehicle, including: the vehicle obtains the pedal opening of a brake pedal in the vehicle; the vehicle determines a theoretical deceleration based on the pedal opening and standard acceleration and deceleration; the vehicle obtains the vehicle's current actual deceleration, and determines the actual braking force based on the theoretical deceleration and the actual deceleration.

[0090] It should be understood that the "standard acceleration and deceleration" in the above scheme refers to the rate of change of the vehicle's speed per unit time, which can be pre-set based on the unladen mass and curb mass of the vehicle. The curb mass of a vehicle refers to the weight of the vehicle when it is fully equipped in accordance with technical conditions at the time of leaving the factory, including the spare tire, tools, and various fluids. The curb mass reflects the weight of the vehicle when there are no passengers (including the driver) and no cargo. The unladen mass refers to the weight of the vehicle itself without any fluids or other items. The unladen mass is used to measure the basic weight of the vehicle (including the weight of the driver), excluding any additional fluids, tools or passengers.

[0091] The standard acceleration and deceleration is specifically the acceleration opposite to the driving direction when the vehicle is decelerating, and the standard acceleration value is a constant value. The theoretical deceleration is the theoretical deceleration of the vehicle during braking, not the actual deceleration.

[0092] In some embodiments, the vehicle determines the theoretical deceleration based on the pedal opening and the standard acceleration and deceleration, including: the vehicle converts the pedal opening into a braking torque based on a preset mapping relationship between the pedal opening and the vehicle; the vehicle determines the deceleration force based on the braking torque and the radius of the wheel; the vehicle determines the force difference between the deceleration force and the air resistance and the rolling resistance; the vehicle determines the ratio of the force difference to the standard acceleration and deceleration as the theoretical deceleration.

[0093] It should be understood that the "preset mapping relationship" in the above solution refers to the corresponding relationship between the pedal opening and the braking torque, which is related to the vehicle. This mapping relationship can be stored in the electronic control unit of the vehicle, and the mapping relationship is different for each model.

[0094] In one possible implementation, when the difference between the actual braking force and the total braking force is greater than a second threshold value, the vehicle determines that the road surface type is an open road surface, including: when the difference between the actual braking force and the total braking force is greater than the second threshold value, the vehicle detects whether a current rotation angle of a steering wheel in the vehicle is within a preset angle range, and the preset angle range is used to indicate that the vehicle is driving in a straight line; when the current rotation angle is within the preset angle range, the vehicle determines whether the vehicle encounters a crosswind while driving; when the vehicle encounters a crosswind while driving, the vehicle determines that the road surface type is an open road surface.

[0095] It should be understood that in some embodiments, when the vehicle is traveling in a straight line, the steering angle of the steering wheel in the vehicle is controlled between -5° and 5°. The preset angle range in the above scheme is -5° to 5°. It should also be understood that "the vehicle encounters a side wind while traveling" in the above scheme means that the vehicle encounters wind from the side during driving. The side wind will affect the stability of the vehicle, which may cause the vehicle to deviate from the original driving trajectory, or even cause dangerous situations such as skidding.

[0096] In the above technical solution, when the difference between the actual braking force and the total braking force is large, the method detects whether the current rotation angle of the steering wheel is within a preset angle range to determine whether the vehicle is traveling in a straight line. Further, when the vehicle is traveling in a straight line, the method determines whether the vehicle encounters a crosswind while traveling; further, when the vehicle encounters a crosswind while traveling, the vehicle determines that the road surface type is a split road surface. That is to say, in the process of indirectly inferring the road surface type based on the absolute value of the difference between the braking force deviations of the left wheel and the right wheel, the above solution excludes the influence of the vehicle's actual braking force demand, vehicle steering, and crosswind on the road surface type. Therefore, the road surface type determined by this method has a higher accuracy rate.

[0097] It should be understood that after determining that the road type on which the vehicle is traveling is a split road, it may be specifically discussed which side of the split road is a high adhesion coefficient road or a low adhesion coefficient road, and the specific implementation is as follows.

[0098] In one possible implementation, after step 203, the method 200 also includes: the vehicle determines whether the difference between the first braking force deviation and the second braking force deviation is greater than a third threshold value; when the difference between the first braking force deviation and the second braking force deviation is greater than the third threshold value, the vehicle determines that the left road surface corresponding to the left wheel is a low adhesion coefficient road surface, and determines that the right road surface corresponding to the right wheel is a high adhesion coefficient road surface; when the difference between the first braking force deviation and the second braking force deviation is less than the third threshold value, the vehicle determines that the left road surface is a high adhesion coefficient road surface, and determines that the right road surface is a low adhesion coefficient road surface.

[0099] It should be understood that in the above scheme, "the road surface is a high adhesion coefficient road surface" refers to a road surface with a large friction between the road surface and the tires of the wheels, which can provide good vehicle handling stability and grip, and reduce the possibility of skidding. "The road surface is a high adhesion coefficient road surface" refers to a road surface with a small friction between the road surface and the tires of the wheels, which is a type of road surface where vehicles are more likely to skid.

[0100] It should also be understood that when the difference between the first braking force deviation and the second braking force deviation is large, it indicates that the braking force on the left road surface is large and the braking force on the right road surface is small. When a wheel is traveling on a high-adhesion coefficient road surface, the braking force required by the wheel is low, and when the wheel is traveling on a low-adhesion coefficient road surface, the braking force required by the wheel is high. Therefore, in this case, the left road surface is a low-adhesion coefficient road surface, and the right road surface is a high-adhesion coefficient road surface. When the difference between the first braking force deviation and the second braking force deviation is small, the braking force on the left road surface is small, the braking force on the right road surface is large, the left road surface is a high-adhesion coefficient road surface, and the right road surface is a low-adhesion coefficient road surface.

[0101] In the above technical solution, the braking force deviation describes the difference in braking force between the left wheel and the right wheel. When a wheel is driving on a high-adhesion coefficient road surface, the braking force required by the wheel is low, while when the wheel is driving on a low-adhesion coefficient road surface, the braking force required by the wheel is high. Therefore, when the difference between the first braking force deviation and the second braking force deviation is large, the vehicle accurately determines that the left road surface corresponding to the left wheel is a low-adhesion coefficient road surface, and determines that the right road surface corresponding to the right wheel is a high-adhesion coefficient road surface; conversely, when the difference between the first braking force deviation and the second braking force deviation is small, the vehicle accurately determines that the left road surface is a high-adhesion coefficient road surface, and determines that the right road surface is a low-adhesion coefficient road surface.

[0102] It should be understood that after determining that the road type on which the vehicle is traveling is an open road, the vehicle's driving state and driving environment can be monitored to control the vehicle's driving speed and ensure the vehicle's driving safety. The specific implementation is as follows.

[0103] In a possible implementation, after step 203, the method 200 further includes: when the current driving environment of the vehicle indicates that the current weather is inclement weather, the vehicle adjusts the driving speed of the vehicle to a first speed, and the first speed is a speed that ensures the driving safety of the vehicle; when the driving environment indicates that the current weather is not the inclement weather, the vehicle obtains the density of vehicles traveling on the opposite road; when the vehicle density is greater than a preset density, the vehicle adjusts the driving speed to the first speed.

[0104] It should be understood that the "bad weather" in the above scheme refers to weather that seriously affects the driving of the vehicle. The bad weather will affect the driver's driving vision and the driving stability of the vehicle. In some embodiments, the bad weather includes at least one of heavy rain, heavy snow and strong winds. In addition, when the vehicle is traveling on the opposite road and the current weather is bad weather, in order to ensure driving safety, it is necessary to control the driving speed of the vehicle. In this method, the driving speed of the vehicle is adjusted to a speed that ensures the driving safety of the vehicle. Alternatively, when the vehicle is traveling on the opposite road and the current weather is good weather, but the traffic volume is large, in order to ensure driving safety, it is also necessary to control the driving speed of the vehicle.

[0105] In the above technical solution, the open road refers to a road on which the vehicle is traveling with a high adhesion coefficient on one side and a low adhesion coefficient on the other side. After determining that the road type on which the vehicle is traveling is an open road, the method determines whether the current driving environment of the vehicle indicates that the current weather is bad weather. When the current driving environment of the vehicle indicates that the current weather is bad weather, the vehicle adjusts the driving speed of the vehicle to a speed that ensures the safety of the vehicle. This is because when the vehicle is traveling on the open road, even in good weather conditions, it may cause the vehicle to lose directional controllability or slip, drift, etc. when traveling on a road with a low adhesion coefficient, not to mention in bad weather. When the driving environment indicates that the current weather is not the bad weather, the vehicle obtains the vehicle density traveling on the open road, and when the vehicle density is large, the vehicle adjusts the driving speed to a speed that ensures the safety of the vehicle. This is because when the vehicle is traveling on the open road, it may cause the vehicle to lose directional controllability or slip, drift, etc. when traveling on a road with a low adhesion coefficient. If the density of vehicles traveling on the opposite road is high and the vehicles are still traveling at a high speed, a vehicle collision or even a serious traffic accident may occur.

[0106] Figure 5 It is a structural schematic diagram of a device for identifying road surface type provided in an embodiment of the present application.

[0107] For example, Figure 5 As shown, the device 500 includes:

[0108] The first determination module 501 is used to determine a first braking force deviation between a left wheel and a right wheel in the vehicle for alleviating the yaw tendency when a yaw tendency of the vehicle is detected;

[0109] A second determining module 502 is used to determine a second braking force deviation between the left wheel and the right wheel in the vertical direction based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel;

[0110] The third determination module 503 is configured to determine that the road type on which the vehicle is traveling is an open road when the absolute value of the difference between the first braking force deviation and the second braking force deviation is greater than a first threshold.

[0111] Optionally, the first determination module 501 is specifically used to: when it is detected that the vehicle has a yaw tendency, determine the yaw moment required for the vehicle to alleviate the yaw tendency based on the actual yaw angular velocity and the target yaw angular velocity of the vehicle; and determine the first braking force deviation between the left wheel and the right wheel based on the yaw moment and the bearing capacity of the axle of each wheel in the vehicle.

[0112] Optionally, the second determination module 502 is specifically used to: determine the first vertical load of the left wheel based on the vertical acceleration of the left wheel and the mass of the part where the left wheel is located, and determine the second vertical load of the right wheel based on the vertical acceleration of the right wheel and the mass of the part where the right wheel is located; determine the load deviation between the first vertical load and the second vertical load; and determine the product of the load deviation and the gravitational acceleration as the second braking force deviation.

[0113] Optionally, the third determination module 503 is specifically used to determine the current total braking force of multiple wheels in the vehicle when the absolute value is greater than the first threshold; the device 500 also includes: an acquisition module, used to obtain the actual braking force requested by the vehicle; the third determination module 503 is also specifically used to determine that the road surface type is a split road when the difference between the actual braking force and the total braking force is greater than a second threshold.

[0114] Optionally, the device 500 also includes: a detection module, used to detect whether the current rotation angle of the steering wheel in the vehicle is within a preset angle range when the difference between the actual braking force and the total braking force is greater than the second threshold, and the preset angle range is used to indicate that the vehicle is driving in a straight line; the third determination module 503 is also specifically used to: determine whether the vehicle encounters a side wind while driving when the current rotation angle is within the preset angle range; and determine that the road surface type is a split road when the vehicle encounters a side wind while driving.

[0115] Optionally, the third determination module 503 is also used to: determine whether the difference between the first braking force deviation and the second braking force deviation is greater than a third threshold value; when the difference between the first braking force deviation and the second braking force deviation is greater than the third threshold value, determine that the left road surface corresponding to the left wheel is a low adhesion coefficient road surface, and determine that the right road surface corresponding to the right wheel is a high adhesion coefficient road surface; when the difference between the first braking force deviation and the second braking force deviation is less than the third threshold value, determine that the left road surface is a high adhesion coefficient road surface, and determine that the right road surface is a low adhesion coefficient road surface.

[0116] Optionally, the device 500 also includes: an adjustment module, used to adjust the driving speed of the vehicle to a first speed when the current driving environment of the vehicle indicates that the current weather is inclement weather, and the first speed is a speed that ensures the safety of vehicle driving; the acquisition module is also used to obtain the density of vehicles traveling on the open road when the driving environment indicates that the current weather is not inclement weather; the adjustment module is also used to adjust the driving speed to the first speed when the vehicle density is greater than a preset density.

[0117] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0118] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for identifying a road type.

[0119] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for identifying a road surface type provided in an embodiment of the present application.

[0120] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0121] In the case of dividing each functional module according to each function, the device may also include a first determination module, a second determination module, a third determination module, an acquisition module, a detection module, an adjustment module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0122] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for identifying the road surface type, and thus can achieve the same effect as the above-mentioned implementation method.

[0123] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0124] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0125] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for identifying the road type provided in the above embodiment.

[0126] This embodiment also provides a computer-readable storage medium, in which executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a method for identifying road surface types provided in the above embodiment.

[0127] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for identifying a road surface type provided in the above embodiment.

[0128] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0129] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0130] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0131] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for identifying road surface type, characterized in that: The method comprises: In the case where a yaw tendency of the vehicle is detected, determining a first braking force deviation between a left wheel and a right wheel in the vehicle for alleviating the yaw tendency; Determining a second braking force deviation between the left wheel and the right wheel in the vertical direction based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel; When the absolute value of the difference between the first braking force deviation and the second braking force deviation is greater than a first threshold, determining that the road type on which the vehicle is traveling is an open road; Wherein, when the absolute value of the difference between the first braking force deviation and the second braking force deviation is greater than a first threshold, determining that the road type on which the vehicle is traveling is an open road includes: When the absolute value is greater than the first threshold, determining a current total braking force of a plurality of wheels in the vehicle; obtaining an actual braking force requested by the vehicle; When the difference between the actual braking force and the total braking force is greater than a second threshold, it is determined that the road type is an open road.

2. The method according to claim 1, characterized in that The step of determining a first braking force deviation between a left wheel and a right wheel in the vehicle for alleviating the yaw tendency when a yaw tendency of the vehicle is detected includes: When a yaw tendency of the vehicle is detected, determining a yaw moment required for the vehicle to alleviate the yaw tendency based on an actual yaw angular velocity and a target yaw angular velocity of the vehicle; Based on the yaw moment and the bearing force of the axle of each wheel in the vehicle, a first braking force deviation between the left wheel and the right wheel is determined.

3. The method according to claim 2, characterized in that The determining, based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel, a second braking force deviation between the left wheel and the right wheel in the vertical direction comprises: Determine a first vertical load of the left wheel based on the vertical acceleration of the left wheel and the mass of the portion where the left wheel is located, and determine a second vertical load of the right wheel based on the vertical acceleration of the right wheel and the mass of the portion where the right wheel is located; determining a load deviation between the first vertical load and the second vertical load; The product of the load deviation and the gravity acceleration is determined as the second braking force deviation.

4. The method according to claim 1, characterized in that: When the difference between the actual braking force and the total braking force is greater than a second threshold, determining that the road type is an open road includes: In the case where the difference between the actual braking force and the total braking force is greater than the second threshold, detecting whether a current rotation angle of a steering wheel in the vehicle is within a preset angle range, the preset angle range being used to indicate that the vehicle is traveling in a straight line; When the current rotation angle is within the preset angle range, determining whether the vehicle encounters a crosswind while driving; In a case where the vehicle encounters a crosswind while driving, the road type is determined to be an open road.

5. The method according to any one of claims 1 to 4, characterized in that The method further comprises: determining whether a difference between the first braking force deviation and the second braking force deviation is greater than a third threshold; When the difference between the first braking force deviation and the second braking force deviation is greater than the third threshold, determining that the left road surface corresponding to the left wheel is a low adhesion coefficient road surface, and determining that the right road surface corresponding to the right wheel is a high adhesion coefficient road surface; When the difference between the first braking force deviation and the second braking force deviation is smaller than the third threshold, the left road surface is determined to be a high-adhesion coefficient road surface, and the right road surface is determined to be a low-adhesion coefficient road surface.

6. The method according to any one of claims 1 to 4, characterized in that The method further comprises: When the current driving environment of the vehicle indicates that the current weather is bad weather, adjusting the driving speed of the vehicle to a first speed, the first speed being a speed that ensures the driving safety of the vehicle; When the driving environment indicates that the current weather is not the bad weather, obtaining the density of vehicles traveling on the open road; When the vehicle density is greater than a preset density, the driving speed is adjusted to the first speed.

7. A device for identifying road surface type, characterized in that: The device comprises: A first determination module is used to determine a first braking force deviation between a left wheel and a right wheel in the vehicle for alleviating the yaw tendency when a yaw tendency of the vehicle is detected; a second determining module, configured to determine a second braking force deviation between the left wheel and the right wheel in the vertical direction based on the vertical acceleration of the left wheel and the vertical acceleration of the right wheel; The third determination module is configured to determine that the type of the road surface on which the vehicle is traveling is an open road surface when an absolute value of a difference between the first braking force deviation and the second braking force deviation is greater than a first threshold.

8. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores an executable program code, and when the executable program code is executed, the method according to any one of claims 1 to 6 is implemented.

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