Method, device and equipment for determining abrasion loss of tire tread and vehicle

Abstract

The invention discloses a method, device and equipment for determining the abrasion loss of a tire tread and a vehicle, and relates to the technical field of vehicles, the method for determining the abrasion loss of the tire tread comprises the following steps: acquiring vehicle driving state information and tire state information; then, according to the whole vehicle driving state information and the tire state information, the tire cornering stiffness is determined; and finally, determining the abrasion loss of the tire tread based on the relation between the cornering stiffness and the tire basic pattern depth information in combination with the cornering stiffness. According to the embodiment of the invention, the cornering stiffness of the tire is determined according to the whole vehicle driving state information and the tire state information, and the wear loss of the tire tread is determined by combining the relationship between the cornering stiffness and the tire basic pattern depth information with the previously determined tire cornering stiffness, so that the estimation precision of the wear loss of the tire tread can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method, device, equipment and vehicle for determining tire tread wear. Background Art

[0002] The vehicle stability system is of great significance to the vehicle's driving stability and safety. Tire performance is of great significance in the development of the vehicle stability system, and its characteristics determine the control boundaries of the vehicle stability control system.

[0003] Tire force is the fundamental reason for vehicle movement. The mechanical properties of tires vary greatly under different wear conditions. The wear state of the tire tread has a very important influence on the mechanical properties of the tire. Accurately identifying the wear state of the tire is an important step in accurately obtaining the performance boundary of the vehicle.

[0004] In the related art, there are two estimation algorithms for tread wear: one is to collect acceleration information through an acceleration sensor and then estimate the tire tread wear based on the acceleration information; the other is to collect image information through a camera sensor based on vision. However, these estimation methods are costly and have low estimation accuracy, which in turn has a certain impact on driving safety. Summary of the invention

[0005] The main purpose of the embodiments of the present application is to provide a method, device, equipment and vehicle for determining the amount of tire tread wear, aiming to improve the estimation accuracy of the amount of tire tread wear.

[0006] To achieve the above object, one aspect of an embodiment of the present application provides a method for determining tire tread wear, comprising the following steps:

[0007] Obtain vehicle driving status information and tire status information;

[0008] Determining the cornering stiffness of the tire according to the vehicle driving state information and the tire state information;

[0009] The wear amount of the tire tread is determined based on the relationship between the cornering stiffness and the tire basic pattern depth information in combination with the cornering stiffness.

[0010] In some embodiments, after obtaining the vehicle driving state information and the tire state information, the method for determining the tire tread wear amount further includes:

[0011] Determining tire tread wear condition indication information according to the vehicle driving state information and the tire state information;

[0012] If the tire tread wear condition indication information indicates that the current tire driving state meets the tire tread wear calculation condition, the tire tread wear amount calculation function is triggered.

[0013] In some embodiments, the tire tread wear calculation condition includes that the vehicle speed is greater than a preset speed and the steering wheel angle is greater than a preset angle, and if the tire tread wear condition indication information indicates that the current tire driving state satisfies the tire tread wear calculation condition, triggering the tire tread wear amount calculation function includes:

[0014] If the tire tread wear condition indication information indicates that the vehicle's driving speed is greater than the preset speed and the vehicle's steering wheel angle is greater than the preset angle, the calculation function of the tire tread wear amount is triggered.

[0015] In some embodiments, the tire state information includes tire temperature, and determining the tire cornering stiffness according to the vehicle driving state information and the tire state information includes:

[0016] Determining tire lateral force and tire sideslip angle according to the vehicle driving state information;

[0017] Determining the tire cornering stiffness by the tire lateral force and the tire slip angle; or,

[0018] The cornering stiffness of the tire is determined based on the vertical load and the tire temperature.

[0019] In some embodiments, the tire lateral force includes the front axle tire lateral force and the rear axle tire lateral force, the vehicle driving state information includes the vehicle moment of inertia, the center of mass yaw angular velocity, the vehicle mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle, and determining the tire lateral force according to the vehicle driving state information includes:

[0020] The front axle tire lateral force and the rear axle tire lateral force are determined according to the vehicle's rotational inertia, the center of mass yaw velocity, the vehicle's mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle.

[0021] In some embodiments, the determining the front axle tire lateral force according to the vehicle moment of inertia, the center of mass yaw velocity, the vehicle mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle includes:

[0022] Determine a first sub-formula by the moment of inertia of the vehicle, the derivative of the yaw velocity of the center of mass, the mass of the vehicle, the lateral acceleration of the center of mass, and the distance from the center of mass to the rear axle;

[0023] Determine a second sub-formula by the sum of the distance from the center of mass to the rear axle and the distance from the center of mass to the front axle;

[0024] The front axle tire lateral force is determined according to a quotient of the first sub-equation and the second sub-equation.

[0025] In some embodiments, the first sub-formula is determined by the vehicle moment of inertia, the derivative of the center of mass yaw velocity, the vehicle mass, the center of mass lateral acceleration, and the distance from the center of mass to the rear axle, including:

[0026] The third sub-formula is determined by multiplying the derivative of the mass center yaw rate by the moment of inertia of the vehicle;

[0027] A fourth sub-formula is determined by multiplying the vehicle mass, the lateral acceleration of the center of mass, and the distance from the center of mass to the rear axle;

[0028] The first sub-formula is determined based on a sum of the third sub-formula and the fourth sub-formula.

[0029] In some embodiments, determining the rear axle tire lateral force according to the vehicle moment of inertia, the center of mass yaw velocity, the vehicle mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle includes:

[0030] determining a fifth sub-formula based on a difference between the third sub-formula and the fourth sub-formula;

[0031] The rear axle tire lateral force is determined according to the inverse of a quotient of the fifth sub-formula and the second sub-formula.

[0032] In some embodiments, the tire slip angle includes a front axle slip angle and a rear axle slip angle, the vehicle driving state information includes steering wheel angle information, center of mass lateral velocity, center of mass yaw velocity, distance from the center of mass to the front axle, center of mass longitudinal velocity, and distance from the center of mass to the rear axle, and determining the tire slip angle according to the vehicle driving state information includes:

[0033] The front axle sideslip angle and the rear axle sideslip angle are determined according to the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw velocity, the distance from the center of mass to the front axle, the center of mass longitudinal velocity and the distance from the center of mass to the rear axle.

[0034] In some embodiments, determining the front axle sideslip angle according to the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw velocity, the distance from the center of mass to the front axle, the center of mass longitudinal velocity, and the distance from the center of mass to the rear axle includes:

[0035] A sixth sub-formula is determined by multiplying the mass center yaw rate by the distance from the mass center to the front axle;

[0036] Determine a seventh sub-formula by summing the sixth sub-formula and the lateral velocity of the center of mass;

[0037] Determine an eighth sub-formula by taking the quotient of the seventh sub-formula and the longitudinal velocity of the center of mass;

[0038] The front axle slip angle is determined according to a difference between the steering wheel angle information and the eighth sub-formula.

[0039] In some embodiments, determining the rear axle sideslip angle according to the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw velocity, the distance from the center of mass to the front axle, the center of mass longitudinal velocity, and the distance from the center of mass to the rear axle includes:

[0040] A ninth sub-formula is determined by multiplying the mass center yaw rate by the distance from the mass center to the rear axle;

[0041] Determine a tenth sub-formula by the difference between the center-of-mass lateral velocity and the ninth sub-formula;

[0042] The rear axle slip angle is determined by the inverse of the quotient of the tenth sub-equation and the mass center longitudinal velocity.

[0043] In some embodiments, the determining the wear amount of the tire tread based on the relationship between the cornering stiffness and the basic tire pattern depth information in combination with the cornering stiffness includes:

[0044] Determining a relationship between the cornering stiffness and the tire basic tread depth information;

[0045] Substituting the cornering stiffness of the tire into the relationship to obtain the tread depth information of the tire;

[0046] The wear amount of the tire tread is determined by the difference between the basic tire pattern depth information and the tire pattern depth information.

[0047] In some embodiments, determining the relationship between the cornering stiffness and the tire basic tread depth information includes:

[0048] Determine an eleventh sub-formula by multiplying the proportional factor by the tire basic tread depth information;

[0049] The twelfth sub-formula is determined by multiplying the first-order attenuation factor by the basic tire pattern depth information and the sum of the square of the basic tire pattern depth information and the attenuation factor;

[0050] Determine a relationship between the cornering stiffness and the tire basic tread depth information by using the quotient of the eleventh sub-formula and the twelfth sub-formula;

[0051] The proportional factor, the first-order attenuation factor and the attenuation factor are initial calibration data of parameters related to tire wear.

[0052] To achieve the above-mentioned purpose, another aspect of the embodiment of the present application provides a device for determining the amount of tire tread wear, the device for determining the amount of tire tread wear comprising:

[0053] An acquisition module, used to acquire vehicle driving status information and tire status information;

[0054] A first determination module, configured to determine the tire cornering stiffness according to the vehicle driving state information and the tire state information;

[0055] The second determination module is used to determine the wear amount of the tire tread based on the relationship between the cornering stiffness and the basic tire pattern depth information in combination with the cornering stiffness.

[0056] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application proposes an electronic device, which includes a memory and a processor, wherein the memory stores a computer program, and the processor implements the above-mentioned method for determining the tire tread wear amount when executing the computer program.

[0057] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application proposes a vehicle, which determines the wear of its own tire tread through the tire tread wear determination method of the above-mentioned embodiment, through the tire tread wear determination device of the above-mentioned embodiment, or through the electronic device of the above-mentioned embodiment.

[0058] The embodiments of the present application include at least the following beneficial effects:

[0059] The present application provides a method, device, equipment and vehicle for determining the amount of tire tread wear. In an embodiment of the present application, first, vehicle driving state information and tire state information are obtained; then, the tire's lateral stiffness is determined based on the vehicle driving state information and tire state information; finally, the amount of tire tread wear is determined based on the relationship between the lateral stiffness and the basic tire pattern depth information combined with the lateral stiffness. The embodiment of the present application determines the tire's lateral stiffness through the vehicle driving state information and tire state information, and determines the amount of tire tread wear through the relationship between the lateral stiffness and the basic tire pattern depth information combined with the previously determined tire lateral stiffness, which can improve the estimation accuracy of the tire tread wear.

[0060] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0062] Figure 1 is a flow chart of a method for determining tire tread wear amount provided by some embodiments of the present application;

[0063] Figure 2 is a schematic block diagram of modules of a system for determining tire tread wear amount provided by some embodiments of the present application;

[0064] Figure 3 is a schematic block diagram of modules of a device for determining tire tread wear amount provided in some embodiments of the present application;

[0065] Figure 4 It is a schematic diagram of the hardware structure of an electronic device provided in some embodiments of the present application. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the reference to "embodiment" in this article means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of this phrase in various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are only examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the attached claims.

[0067] It is understood that the terms "first", "second", etc. used in this application can be used to describe various concepts in this article, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another concept. For example, without departing from the scope of the embodiment of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein can be interpreted as "at the time of" or "when" or "in response to determination".

[0068] The terms "at least one", "multiple", "each", "any", etc. used in this application, at least one includes one, two or more, multiple includes two or more, each refers to each of the corresponding multiple, and any refers to any one of the multiple.

[0069] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0070] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0071] In order to make the inventive concept of the present application easy to understand, before describing the embodiments of the present application in detail, the English abbreviations (terms) / related concepts involved in the embodiments of the present application are first described. The English abbreviations (terms) / related concepts involved in the embodiments of the present application are subject to the following explanations.

[0072] Tire slip angle: Tire slip angle is an important factor affecting the lateral force of the tire, which is defined as the angle between the wheel plane and the direction of movement of the wheel center.

[0073] Tire cornering stiffness: Tire cornering stiffness refers to the lateral force required to produce a unit slip angle.

[0074] The vehicle stability system is of great significance to the vehicle's driving stability and safety. Tire performance is of great significance in the development of the vehicle stability system, and its characteristics determine the control boundaries of the vehicle stability control system.

[0075] Tire force is the fundamental reason for vehicle movement. The mechanical properties of tires vary greatly under different wear conditions. The wear state of the tire tread has a very important influence on the mechanical properties of the tire. Accurately identifying the wear state of the tire is an important step in accurately obtaining the performance boundary of the vehicle.

[0076] With the development of tire dynamics research, a dynamic model that can express the mechanical characteristics of tires under different wear conditions has been developed. However, a tread wear estimation method based on the tire dynamics theory has not been proposed. The current tread wear estimation algorithms include adding an acceleration sensor to collect acceleration information and then using an estimation algorithm based on the acceleration information, and using a camera sensor to collect tire visual information and using a vision-based estimation algorithm. However, these estimation methods are costly and have low practical application value.

[0077] In view of this, the present application proposes a method, device, equipment and vehicle for determining the amount of tire tread wear. The scheme obtains vehicle driving state information and tire state information; determines the tire's lateral stiffness according to the vehicle driving state information and tire state information; and determines the amount of tire tread wear based on the relationship between the lateral stiffness and the basic tire pattern depth information combined with the lateral stiffness. The embodiment of the present application determines the tire's lateral stiffness through the vehicle driving state information and tire state information, and determines the amount of tire tread wear through the relationship between the lateral stiffness and the basic tire pattern depth information combined with the previously determined tire lateral stiffness, which can improve the estimation accuracy of the tire tread wear.

[0078] The method provided in the embodiment of the present application can be applied to the electronic device provided in the embodiment of the present application, wherein the electronic device can be a terminal or a server.

[0079] The terminal may be a tablet computer, a laptop computer, a car computer, etc., but is not limited thereto.

[0080] The server can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content distribution networks, as well as big data and artificial intelligence platforms.

[0081] The following will describe in detail the implementation steps of a method for determining tire tread wear amount provided by an embodiment of the present application in conjunction with the accompanying drawings.

[0082] Please refer to Figure 1 , Figure 1 A flowchart of a method for determining the amount of tire tread wear provided for some embodiments of the present application; it should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in an order different from that shown here.

[0083] The method of the embodiment of the present application comprises the following steps:

[0084] Step 101: Acquire vehicle driving status information and tire status information;

[0085] Step 102: determining the tire cornering stiffness according to the vehicle driving state information and the tire state information;

[0086] Step 103: Determine the wear amount of the tire tread based on the relationship between the cornering stiffness and the basic tire pattern depth information in combination with the cornering stiffness.

[0087] In steps 101 to 103 shown in the embodiment of the present application, the cornering stiffness of the tire is determined through the vehicle driving status information and the tire status information, and the tire tread wear is determined through the relationship between the cornering stiffness and the tire basic pattern depth information combined with the previously determined tire cornering stiffness, which can improve the estimation accuracy of the tire tread wear.

[0088] The specific implementation methods of the above steps are introduced below.

[0089] In step 101, vehicle driving state information and tire state information are obtained.

[0090] During vehicle driving, vehicle driving status information and tire status information can be collected and acquired. Thereafter, the tire tread wear amount can be determined based on the acquired vehicle driving status information and tire status information. The specific determination method can be found in the following embodiments of the present application.

[0091] The vehicle driving status information may include information that directly or indirectly participates in the method of determining the tread wear of the tire. This information may include the vehicle mass, vehicle wheelbase, vehicle front and rear axle track, vehicle center of mass position, vehicle speed, vehicle lateral acceleration, vehicle longitudinal acceleration, steering wheel angle and / or steering system transmission ratio.

[0092] The tire status information may include information that directly or indirectly participates in the tire tread wear determination method, and such information may include four wheel rolling speeds, four wheel tire pressures, and / or four wheel temperatures.

[0093] It should be understood that information directly involved in the method for determining the tread wear of the tire generally refers to information directly involved in the method for determining the tread wear, that is, information that can be intuitively seen in the method for determining the tread wear; information indirectly involved in the method for determining the tread wear of the tire generally refers to information that is not directly involved in the method for determining the tread wear, but will participate in the calculation of information that affects the tread wear of the tire.

[0094] The vehicle driving state information can be obtained through the vehicle-mounted sensors. For example, the vehicle's driving speed can be obtained through the speed sensor; the acceleration of the vehicle in all directions can be measured through the acceleration sensor to obtain the acceleration and deceleration state and tilt of the vehicle; the yaw rate and roll angle of the vehicle can be obtained by detecting the rotational movement of the vehicle through the gyroscope; the steering angle of the steering wheel can be measured through the steering angle sensor to obtain the steering state of the vehicle; the vehicle's motion state and direction information can also be obtained through the inertial measurement unit (IMU); the working state information of each system of the vehicle can also be obtained through the controller area network (CAN). The obtained vehicle status information can be directly displayed on the vehicle display screen, and the data can be sent to the corresponding vehicle control system to calculate the tread wear of the tire. These data can also be sent to a remote server for vehicle tracking, maintenance reminders or data analysis.

[0095] Tire status information can be obtained through tire pressure monitoring systems and / or vehicle-mounted sensors. For example, for a direct tire pressure monitoring system, the tire pressure and temperature can be directly measured by sensors installed in the tires, and the data can be transmitted to the vehicle's dashboard, information display screen and corresponding vehicle control system; for an indirect tire pressure monitoring system, the tire pressure status can be inferred by comparing the speed difference between the tires through wheel speed sensors. Tire temperature patches can be used to stick them on the tires. They can record the temperature changes of the tires within a certain period of time. After that, the temperature data of the tires can be obtained wirelessly or directly read.

[0096] The embodiment provided in the present application provides data support for the subsequent determination of the tread wear of the tire by acquiring vehicle driving status information and tire status information.

[0097] In some embodiments of the present application, after obtaining the vehicle driving status information and tire status information, the tire tread wear condition indication information can also be determined based on the vehicle driving status information and the tire status information; if the tire tread wear condition indication information indicates that the current tire driving status meets the tire tread wear calculation conditions, then the tire tread wear amount calculation function is triggered.

[0098] It should be understood that the calculation of tire tread wear is not always carried out, and usually certain conditions need to be met. This condition can be judged by the vehicle driving state information and tire state information. Usually, tire tread wear condition indication information is set to determine whether the calculation of tire tread wear is satisfied. This indication information can be used to indicate whether the current tire driving state (vehicle driving state information and tire state information) satisfies the tire tread wear calculation condition. If the indication information indicates that the current tire driving state satisfies the tire tread wear calculation condition, then the tire tread wear calculation function will be triggered. The tire tread wear is calculated by the tire tread wear calculation function.

[0099] For example, if the vehicle's driving status information and tire status information are obtained to determine that the vehicle is shaking or has other handling problems, the tire wear can be calculated to determine whether the balance problem is caused by uneven wear; when the vehicle moves from a dry road environment to a rainy or snowy environment, it may be necessary to re-evaluate the tire wear; when the vehicle's driving status changes, such as making a sharp turn while driving at high speed, the tire tread wear calculation function needs to be triggered.

[0100] It should be understood that after the calculation function of the tire tread wear is triggered, the vehicle will start to determine the tire tread wear. The method for determining the tire tread wear can be to determine the tire's lateral stiffness based on the acquired vehicle driving state information and tire state information, and then determine the tire tread wear based on the relationship between the lateral stiffness and the tire basic pattern depth information combined with the lateral stiffness. More detailed implementation steps can be found in the description of the following embodiments, which will not be repeated here.

[0101] In some embodiments of the present application, the tire tread wear calculation conditions include a vehicle speed greater than a preset speed and a steering wheel angle greater than a preset angle. If the tire tread wear condition indication information indicates that the vehicle's driving speed is greater than a preset speed and the vehicle's steering wheel angle is greater than a preset angle, the tire tread wear calculation function is triggered.

[0102] For example, the preset speed may be 60 km / h; the preset angle may be 90°. It should be understood that the preset vehicle speed and the preset angle may be flexibly set according to the actual vehicle condition and road condition, and the present application does not limit this.

[0103] For example, during vehicle driving, if the vehicle speed is greater than 60 km / h and the steering wheel angle is greater than 90°, the tire tread wear calculation function is triggered to calculate the tire wear.

[0104] The embodiment provided in the present application determines tire tread wear condition indication information through vehicle driving status information and tire status information; if the tire tread wear condition indication information indicates that the current tire driving status satisfies the tire tread wear calculation conditions, then the tire tread wear amount calculation function is triggered. The tire tread wear amount calculation function can be triggered under certain conditions during vehicle driving, and the tire tread wear amount can be calculated. The calculation result can be sent to the vehicle decision unit to improve the safety of vehicle driving.

[0105] In step 102, the cornering stiffness of the tire is determined according to the vehicle driving state information and the tire state information.

[0106] In some embodiments, the tire status information includes tire temperature, and the tire lateral force and tire slip angle can be determined based on the vehicle driving status information, and the tire cornering stiffness can be determined by the tire lateral force and tire slip angle; or, the tire cornering stiffness can be determined based on the vertical load and tire temperature.

[0107] Determining the cornering stiffness of a tire by using the tire lateral force and the tire slip angle can be done by fitting the parameters in the magic formula by means of experimental data, and then solving the cornering stiffness by means of the magic formula.

[0108] The magic formula is a mathematical model used to describe the mechanical behavior of tires. It can relatively simply simulate the behavior of tires under different operating conditions, including: longitudinal forces of the tire (acceleration and braking), lateral forces of the tire (steering), self-steering effects of the tire (such as the steering effect of the tire when the vehicle turns), and longitudinal and lateral stiffness of the tire.

[0109] The tire's cornering stiffness can be determined by the tire's lateral force and the tire's slip angle. Alternatively, the tire's cornering stiffness can be obtained by using linear regression or other mathematical methods to fit data and establish a model in an experimental manner. Specifically, the slip angle data under different lateral forces can be recorded in an experimental manner, and a relationship diagram between the lateral force (Fy) and the slip angle (α) can be drawn. The relationship diagram can be fitted to determine a model of the tire's cornering stiffness, and this model is related to the tire's lateral force and the slip angle.

[0110] Determining the cornering stiffness of a tire by vertical load and tire temperature can be done by fitting a function to experimental data to describe the relationship between the cornering stiffness and the vertical load. It should be understood that the vertical load has a significant effect on the cornering stiffness of the tire. Generally, as the vertical load increases, the cornering stiffness of the tire also increases. Thereafter, a function is fitted to the experimental data to describe the relationship between the cornering stiffness and the temperature. The effects of the vertical load and temperature are combined to form a comprehensive model, and the parameters of the model are adjusted according to the experimental data to obtain the final model. It is understood that once the final model is determined, in actual use, it is only necessary to input the vertical load and the tire temperature into the model to obtain the cornering stiffness of the tire.

[0111] The tire's cornering stiffness can also be determined by the tire's lateral force and the tire's slip angle, and the tire's cornering stiffness can be determined according to the vertical load and the tire's temperature. The tire's cornering stiffness determined by one of the methods can be selected as the parameter for actually calculating the tire's tread wear, or the tire's cornering stiffness determined by the two methods can be integrated and determined to obtain the target tire's cornering stiffness as the parameter for actually calculating the tire's tread wear. The tire's cornering stiffness determined in this way is closer to the actual situation and has a higher accuracy.

[0112] In some embodiments, the driving status information of the whole vehicle includes the moment of inertia of the whole vehicle, the yaw velocity of the center of mass, the mass of the whole vehicle, the lateral acceleration of the center of mass, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle. The lateral force of the front axle tire and the lateral force of the rear axle tire can be determined based on the moment of inertia of the whole vehicle, the yaw velocity of the center of mass, the mass of the whole vehicle, the lateral acceleration of the center of mass, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle.

[0113] The lateral force of the front axle tire can be determined by the first sub-formula through the vehicle moment of inertia, the derivative of the center of mass yaw velocity, the vehicle mass, the center of mass lateral acceleration and the distance from the center of mass to the rear axle; the second sub-formula is determined by the sum of the distance from the center of mass to the rear axle and the distance from the center of mass to the front axle, and then the front axle tire lateral force is determined according to the quotient of the first sub-formula and the second sub-formula. Among them, the first sub-formula can first determine the third sub-formula through the product of the vehicle moment of inertia and the derivative of the center of mass yaw velocity; then, the fourth sub-formula is determined by the product of the vehicle mass, the center of mass lateral acceleration and the distance from the center of mass to the rear axle; and the first sub-formula is determined based on the sum of the third sub-formula and the fourth sub-formula.

[0114] For example, the third sub-formula can be expressed as: The fourth sub-formula can be expressed as ma y b, the first sub-formula can be expressed as: The second sub-formula can be expressed as: a+b. This can be expressed by the formula:

[0115]

[0116] Determine the lateral force on the front axle tire.

[0117] Among them, F yf is the lateral force of the front axle tire, I z is the vehicle moment of inertia, is the derivative of the yaw rate of the center of mass, m is the mass of the vehicle, a y is the lateral acceleration of the center of mass, a is the distance from the center of mass to the front axle, and b is the distance from the center of mass to the rear axle.

[0118] In some implementations, the fifth sub-formula may be determined based on the difference between the third sub-formula and the fourth sub-formula; and the rear axle tire lateral force may be determined according to the inverse of the quotient of the fifth sub-formula and the second sub-formula.

[0119] For example, the fifth sub-formula can be expressed as: It can be calculated by:

[0120]

[0121] Determine the rear axle tire lateral force.

[0122] Among them, F yr is the lateral force of the rear axle tire, I z is the vehicle moment of inertia, is the derivative of the yaw rate of the center of mass, m is the mass of the vehicle, a y is the lateral acceleration of the center of mass, a is the distance from the center of mass to the front axle, and b is the distance from the center of mass to the rear axle.

[0123] In some embodiments, the tire slip angle includes a front axle slip angle and a rear axle slip angle, and the vehicle driving status information includes steering wheel angle information, center of mass lateral speed, center of mass yaw angular velocity, distance from the center of mass to the front axle, center of mass longitudinal speed and distance from the center of mass to the rear axle. The front axle slip angle and the rear axle slip angle can be determined based on the steering wheel angle information, center of mass lateral speed, center of mass yaw angular velocity, distance from the center of mass to the front axle, center of mass longitudinal speed and distance from the center of mass to the rear axle.

[0124] For the front axle slip angle, the sixth sub-formula can be first determined by the product of the center of mass yaw velocity and the distance from the center of mass to the front axle, and then the seventh sub-formula can be determined by the sum of the sixth sub-formula and the center of mass lateral velocity, and then the eighth sub-formula can be determined by the quotient of the seventh sub-formula and the center of mass longitudinal velocity. Finally, the front axle slip angle is determined based on the difference between the steering wheel angle information and the eighth sub-formula.

[0125] Exemplarily, the sixth sub-formula can be expressed as: ω r a, the seventh sub-formula can be expressed as: V y +ω r a. You can use the formula:

[0126]

[0127] Determine the front axle slip angle.

[0128] Among them, α f is the front axle slip angle, δ is the steering wheel angle information, V y is the lateral velocity of the center of mass, ω r is the yaw rate of the center of mass, a is the distance from the center of mass to the front axle, V x is the longitudinal velocity of the center of mass.

[0129] For the rear axle slip angle, the ninth sub-formula can be determined by the product of the center of mass yaw velocity and the distance from the center of mass to the rear axle; the tenth sub-formula is determined by the difference between the center of mass lateral velocity and the ninth sub-formula; and the rear axle slip angle is determined by the inverse of the quotient of the tenth sub-formula and the center of mass longitudinal velocity.

[0130] For example, the ninth sub-formula can be expressed as: bω r , the tenth sub-formula can be expressed as: V y -bω r . It can be calculated by the formula:

[0131]

[0132] Determine the rear axle slip angle.

[0133] Among them, α r is the rear axle slip angle, V y is the lateral velocity of the center of mass, ω r is the yaw rate of the center of mass, b is the distance from the center of mass to the rear axle, V x is the longitudinal velocity of the center of mass.

[0134] After determining the lateral force of the front and rear axles and the sideslip angles of the front and rear axles, the cornering stiffness of the tire can be determined by the lateral force and the sideslip angle.

[0135] In the embodiment of the present application, the cornering stiffness of the tire is determined by the whole vehicle driving state information and the tire state information, so that the calculation accuracy of the cornering stiffness of the tire can be improved, the calculation method is simple, and the workload is small.

[0136] In step 103, the wear amount of the tire tread is determined based on the relationship between the cornering stiffness and the basic tire pattern depth information in combination with the cornering stiffness.

[0137] In some embodiments, the relationship between the cornering stiffness and the basic tread depth information of the tire can be first determined, and then the cornering stiffness of the tire can be substituted into the relationship to obtain the tread depth information of the tire; and the wear amount of the tire tread can be determined by the difference between the basic tread depth information of the tire and the tread depth information of the tire.

[0138] The wear amount of the tire tread generally refers to the degree of wear of the tire tread pattern. The wear amount of the tire tread is generally measured by the tread depth. Therefore, the wear amount of the tire tread can be determined by the tire tread depth information. Exemplarily, the wear amount of the tire tread can be obtained by subtracting the current tread depth (tire tread depth information) from the initial tread depth (tire basic tread depth information). It should be understood that the smaller the wear amount, the less the tire wear, and the performance and life of the tire may be longer, and the larger the wear amount, the more the tire wear, and the performance and life of the tire may be shorter.

[0139] In some embodiments, the relationship between the cornering stiffness and the basic tire tread depth information can be determined in the following manner: first, the eleventh sub-formula is determined by the product of the proportional factor and the basic tire tread depth information, then the twelfth sub-formula is determined by the product of the first-order attenuation factor and the basic tire tread depth information, and the sum of the square of the basic tire tread depth information and the attenuation factor, and finally, the relationship between the cornering stiffness and the basic tire tread depth information is determined by the quotient of the eleventh sub-formula and the twelfth sub-formula, wherein the proportional factor, the first-order attenuation factor and the attenuation factor are initial calibration data of parameters related to tire wear. It should be understood that these initial calibration data can be obtained by adjusting the parameters in the experiment based on actual vehicle tests to obtain initial calibration data of parameters related to tire wear.

[0140] For example, the eleventh sub-formula can be expressed as: A0h, where A0 is the proportional factor and h is the basic tire tread depth information. The twelfth sub-formula can be expressed as: h 2 +B0h+C0, where B0 is the first-order attenuation factor and C0 is the attenuation factor. The relationship between the cornering stiffness and the basic tread depth information of the tire can be expressed by the formula:

[0141]

[0142] Defined as follows. y is the cornering stiffness.

[0143] It should be understood that after determining the relationship between the cornering stiffness and the basic tread depth information of the tire, the tread depth information of the tire corresponding to the determined cornering stiffness data can be solved based on the relationship between the cornering stiffness and the basic tread depth information of the tire using the cornering stiffness data determined in the above embodiment, and then the amount of tire tread wear can be calculated using the difference between the basic tread depth information of the tire and the solved tread depth information of the tire.

[0144] For example, it is assumed that the initial tread depth (basic tread depth information of the tire) provided by the tire manufacturer is 10 mm, and the tread depth of the tire determined according to the cornering stiffness is 5 mm.

[0145] Then: Wear amount = initial tread depth - current tread depth;

[0146] Wear amount = 10 mm - 5 mm;

[0147] Wear amount = 5 mm;

[0148] That is, if the tire has been worn 5 mm, it means that the tire has been worn 50%.

[0149] The embodiments provided in the present application determine the amount of tire tread wear by combining the relationship between the cornering stiffness and the basic tire pattern depth information with the cornering stiffness, which can reduce the amount of data processing, simplify the method for identifying the amount of tire tread wear, improve the accuracy of identifying the amount of tire tread wear, and provide a basis for vehicle performance analysis over the entire life cycle.

[0150] A specific application example based on the embodiment of the present application may be:

[0151] During the driving process of the vehicle, the vehicle will obtain information about the driving state through the sensor equipment carried by the vehicle according to a preset time period. This information may include the vehicle mass, the vehicle wheelbase, the front and rear axle track of the vehicle, the center of mass of the vehicle, the vehicle speed, the vehicle lateral acceleration, the vehicle longitudinal acceleration, the steering wheel angle, the steering system transmission ratio, the rolling speed of the four wheels, the tire pressure of the four wheels and / or the temperature of the four wheels, etc. It should be understood that the time period for obtaining this information may be different.

[0152] When the vehicle's driving state changes, such as when making a sharp turn while driving at high speed (vehicle speed is greater than 60km / h and the steering wheel angle is greater than 90°), the vehicle will trigger the calculation function of the tire tread wear. After the calculation function of the tire tread wear is triggered, the vehicle will start to determine the tire tread wear and send the determination result to the vehicle decision unit to improve the safety of vehicle driving.

[0153] The amount of tire tread wear can be calculated by the cornering stiffness. Specifically, the amount of tire tread wear can be determined based on the relationship between the cornering stiffness and the tire basic pattern depth information combined with the cornering stiffness.

[0154] The relationship between cornering stiffness and tire basic tread depth information can be expressed as:

[0155]

[0156] Among them, A0 is the proportional factor, h is the basic tire pattern depth information, B0 is the first-order attenuation factor, C0 is the attenuation factor, K y is the cornering stiffness.

[0157] The cornering stiffness data determined during vehicle driving can be used to solve the tire tread depth information corresponding to the determined cornering stiffness data based on the relationship between the cornering stiffness and the basic tread depth information of the tire, and then the tire tread wear amount can be calculated based on the difference between the basic tread depth information of the tire and the solved tread depth information of the tire.

[0158] In the relationship between cornering stiffness and basic tire tread depth information, the basic tire tread depth information is usually known, and the proportional factor, first-order attenuation factor and attenuation factor are initial calibration data of tire wear-related parameters, which are usually stored in the vehicle as vehicle-specific parameters. Therefore, the wear of the tire tread can be calculated by simply determining the cornering stiffness during vehicle driving.

[0159] The cornering stiffness of a vehicle during driving can be calculated using the tire lateral force and the tire slip angle.

[0160] The tire lateral force can be calculated by the formula:

[0161]

[0162] Calculate. Among them, F yf is the lateral force of the front axle tire, F yr is the lateral force of the rear axle tire, I z is the vehicle moment of inertia, is the derivative of the yaw rate of the center of mass, m is the mass of the vehicle, a y is the lateral acceleration of the center of mass, a is the distance from the center of mass to the front axle, and b is the distance from the center of mass to the rear axle.

[0163] The tire slip angle can be calculated by the formula:

[0164]

[0165] Calculate. Among them, α f is the front axle tire slip angle, δ is the steering wheel angle information, V y is the lateral velocity of the center of mass, ω r is the yaw rate of the center of mass, a is the distance from the center of mass to the front axle, α r is the side slip angle of the rear axle tire, b is the distance from the center of mass to the rear axle, V x is the longitudinal velocity of the center of mass.

[0166] After calculating the tire lateral force and tire slip angle, the cornering stiffness can be solved using the magic formula.

[0167] After determining the cornering stiffness of the vehicle during driving, the vehicle can determine the amount of tire tread wear by combining the cornering stiffness during driving of the vehicle with the relationship between the cornering stiffness and the basic tire tread depth information.

[0168] The embodiment of the present application determines the tire's lateral stiffness by acquiring vehicle driving status information and tire status information, and determines the tire tread wear amount by combining the relationship between the lateral stiffness and the tire basic pattern depth information with the previously determined tire lateral stiffness, thereby improving the estimation accuracy of the tire tread wear amount.

[0169] See also Figure 2 , Figure 2 This is a schematic block diagram of the modules of a system for determining tire tread wear amount provided in some embodiments of the present application. Figure 2 In the process, the vehicle status information is obtained through the vehicle status information module, which may include the vehicle mass, wheelbase, track width, center of mass position, driving speed, lateral acceleration, longitudinal acceleration and steering wheel angle. The tire status information is obtained through the tire information module, and the tire status information may include rolling speed, tire pressure and tire temperature. The obtained vehicle status information and tire status information are input into the function trigger module (i.e., the function trigger module for calculating the tire tread wear amount). When the function of calculating the tire tread wear amount is triggered, the tire lateral force is calculated through the tire lateral force calculation module, the tire slip angle is calculated through the tire slip angle calculation module, the tire pressure information is obtained through the tire pressure processing module, and the tire temperature information is obtained through the tire temperature processing module. After that, the tire tread wear state is determined through the tread wear state recognition module.

[0170] The implementation of the device for determining the amount of tire tread wear provided in the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0171] Regarding the method for determining the amount of tire tread wear provided in the above embodiment, the present application also provides a device for determining the amount of tire tread wear, which is used to implement the above method, such as Figure 3 As shown, Figure 3 This is a schematic block diagram of a module of a device for determining the amount of tire tread wear according to an embodiment of the present application. The device 300 for determining the amount of tire tread wear includes:

[0172] An acquisition module 301 is used to acquire vehicle driving status information and tire status information;

[0173] A first determination module 302, configured to determine the tire cornering stiffness according to the vehicle driving state information and the tire state information;

[0174] The second determination module 303 is used to determine the wear amount of the tire tread based on the relationship between the cornering stiffness and the basic tire pattern depth information in combination with the cornering stiffness.

[0175] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0176] like Figure 4 As shown, the embodiment of the present application further provides an electronic device, the electronic device 400 includes a memory 401, one or more processors 402 ( Figure 4 Only one is shown in the figure) and a computer program stored in the memory 401 and executable on the processor 402. Among them: the memory 401 is used to store software programs and units, and the processor 402 executes various functional applications and data processing by running the software programs and units stored in the memory 401 to obtain the resources corresponding to the above-mentioned preset events. Optionally, the processor 402 implements the above-mentioned method for determining the amount of tire tread wear by running the above-mentioned computer program stored in the memory 401.

[0177] The memory 401, as a non-transitory computer-readable medium, can be used to store non-transitory software programs and non-transitory computer executable programs. In addition, the memory 401 may include a high-speed random access memory, and may also include a non-transitory memory, such as at least one disk storage device, a flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 401 may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the processor 402 via a network.

[0178] It can be understood that the contents of the above method embodiments are all applicable to the electronic device embodiment, the functions specifically implemented by the electronic device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0179] The embodiment of the present application also provides a vehicle, which determines the wear of its own tire tread through the above-mentioned tire tread wear determination method, device or the electric drive assembly of the above-mentioned electronic device. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0180] It can be understood that the contents of the above method embodiments are all applicable to the present vehicle embodiment, the functions specifically implemented by the present vehicle embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0181] An embodiment of the present application also provides a computer program product, which includes a computer program. When the computer program is executed by one or more processors, it can implement the steps of the method for determining the tire tread wear amount as described above.

[0182] It can be understood that the contents of the above method embodiments are all applicable to the present computer program product, the functions specifically implemented by the present computer program product embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0183] The tire tread wear determination method, device, electronic device, vehicle and computer program product provided in the embodiments of the present application can improve the calculation accuracy of the lateral stiffness by determining the tire's lateral stiffness through the vehicle's driving status information and tire status information, and can simplify the method for identifying the tire tread wear by combining the relationship between the lateral stiffness and the tire's basic pattern depth information with the previously determined tire lateral stiffness, thereby improving the accuracy of identifying the tire tread wear and providing a basis for vehicle performance analysis throughout its life cycle.

[0184] The embodiments described in the embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application and do not constitute a limitation on the technical solutions provided in the embodiments of the present application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0185] Although specific embodiments are described herein, those of ordinary skill in the art will recognize that many other modifications or alternative embodiments are also within the scope of the present disclosure. For example, any of the functions and / or processing capabilities described in conjunction with a particular device or component may be performed by any other device or component. In addition, although various exemplary implementations and architectures have been described according to embodiments of the present disclosure, those of ordinary skill in the art will recognize that many other modifications to the exemplary implementations and architectures described herein are also within the scope of the present disclosure.

[0186] The above text describes certain aspects of the present disclosure with reference to the block diagram and flow chart of the device, method, system and / or computer program product described according to exemplary embodiments.It should be understood that the combination of one or more blocks in the block diagram and flow chart and the blocks in the block diagram and flow chart can be realized by executing computer executable program instructions respectively.Equally, according to some embodiments, some blocks in the block diagram and flow chart may not need to be executed in the order shown, or may not need to be executed in full.In addition, additional components and / or operations beyond those components and / or operations shown in the blocks in the block diagram and flow chart may be present in certain embodiments.

[0187] Therefore, the blocks in the block diagrams and flow charts support the combination of devices for performing the specified functions, the combination of elements or steps for performing the specified functions, and the program instruction devices for performing the specified functions. It should also be understood that each block in the block diagrams and flow charts and the combination of blocks in the block diagrams and flow charts can be implemented by a special-purpose hardware computer system or a combination of special-purpose hardware and computer instructions that performs a specific function, element or step.

[0188] The program modules, applications, etc. described herein may include one or more software components, including, for example, software objects, methods, data structures, etc. Each such software component may include computer-executable instructions that, in response to execution, cause at least a portion of the functionality described herein (e.g., one or more operations of the illustrative methods described herein) to be performed.

[0189] Software components can be encoded with any of various programming languages. An exemplary programming language can be a low-level programming language, such as an assembly language associated with a specific hardware architecture and / or an operating system platform. The software component comprising assembly language instructions may need to be converted to executable machine code by an assembler before being executed by hardware architecture and / or platform. Another exemplary programming language can be a higher-level programming language, which can be transplanted across multiple architectures. The software component comprising a higher-level programming language may need to be converted to an intermediate representation by an interpreter or a compiler before execution. Other examples of programming languages ​​include but are not limited to macro languages, shells or command languages, job control languages, scripting languages, database queries or search languages ​​or report writing languages. In one or more exemplary embodiments, the software component comprising the instruction of one of the above-mentioned programming language examples can be directly executed by an operating system or other software components, without first being converted into another form.

[0190] Software components may be stored as files or other data storage structures. Software components of similar type or related functions may be stored together, such as in a specific directory, folder, or library. Software components may be static (e.g., preset or fixed) or dynamic (e.g., created or modified at execution time).

[0191] The embodiments of the present application are described in detail above in conjunction with the accompanying drawings, but the present application is not limited to the above embodiments, and various changes can be made within the knowledge scope of ordinary technicians in the relevant technical field without departing from the purpose of the present application.

Claims

1. A method for determining tire tread wear, characterized in that: The following steps are involved: Obtain vehicle driving status information and tire status information; Determining the cornering stiffness of the tire according to the vehicle driving state information and the tire state information; The wear amount of the tire tread is determined based on the relationship between the cornering stiffness and the tire basic pattern depth information in combination with the cornering stiffness.

2. The method for determining the amount of tire tread wear according to claim 1, characterized in that: After obtaining the vehicle driving state information and tire state information, the method further includes: Determining tire tread wear condition indication information according to the vehicle driving state information and the tire state information; If the tire tread wear condition indication information indicates that the current tire driving state meets the tire tread wear calculation condition, the tire tread wear amount calculation function is triggered.

3. The method for determining the amount of tire tread wear according to claim 2, characterized in that: The tire tread wear calculation condition includes that the vehicle speed is greater than a preset speed and the steering wheel angle is greater than a preset angle. If the tire tread wear condition indication information indicates that the current tire driving state meets the tire tread wear calculation condition, then triggering the tire tread wear amount calculation function includes: If the tire tread wear condition indication information indicates that the vehicle's driving speed is greater than the preset speed and the vehicle's steering wheel angle is greater than the preset angle, the calculation function of the tire tread wear amount is triggered.

4. The method for determining the amount of tire tread wear according to claim 1, characterized in that: The tire state information includes tire temperature, and determining the tire cornering stiffness according to the vehicle driving state information and the tire state information includes: Determining tire lateral force and tire sideslip angle according to the vehicle driving state information; Determining the tire cornering stiffness by the tire lateral force and the tire slip angle; or, The cornering stiffness of the tire is determined based on the vertical load and the tire temperature.

5. The method for determining the amount of tire tread wear according to claim 4, characterized in that: The tire lateral force includes the front axle tire lateral force and the rear axle tire lateral force, the whole vehicle driving state information includes the whole vehicle rotational inertia, the center of mass yaw angular velocity, the whole vehicle mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle, and the tire lateral force is determined according to the whole vehicle driving state information, including: The front axle tire lateral force and the rear axle tire lateral force are determined according to the vehicle's rotational inertia, the center of mass yaw velocity, the vehicle's mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle.

6. The method for determining the amount of tire tread wear according to claim 5, characterized in that: Determining the front axle tire lateral force according to the vehicle moment of inertia, the center of mass yaw velocity, the vehicle mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle includes: Determine a first sub-formula by the moment of inertia of the vehicle, the derivative of the yaw velocity of the center of mass, the mass of the vehicle, the lateral acceleration of the center of mass, and the distance from the center of mass to the rear axle; Determine a second sub-formula by the sum of the distance from the center of mass to the rear axle and the distance from the center of mass to the front axle; The front axle tire lateral force is determined according to a quotient of the first sub-equation and the second sub-equation.

7. The method for determining the amount of tire tread wear according to claim 6, characterized in that: The first sub-formula is determined by the vehicle moment of inertia, the derivative of the center of mass yaw velocity, the vehicle mass, the center of mass lateral acceleration and the distance from the center of mass to the rear axle, including: The third sub-formula is determined by multiplying the derivative of the mass center yaw rate by the moment of inertia of the vehicle; A fourth sub-formula is determined by multiplying the vehicle mass, the lateral acceleration of the center of mass, and the distance from the center of mass to the rear axle; The first sub-formula is determined based on a sum of the third sub-formula and the fourth sub-formula.

8. The method for determining the amount of tire tread wear according to claim 7, characterized in that: Determining the rear axle tire lateral force according to the vehicle moment of inertia, the center of mass yaw velocity, the vehicle mass, the center of mass lateral acceleration, the distance from the center of mass to the rear axle, and the distance from the center of mass to the front axle includes: determining a fifth sub-formula based on a difference between the third sub-formula and the fourth sub-formula; The rear axle tire lateral force is determined according to the inverse of a quotient of the fifth sub-formula and the second sub-formula.

9. The method for determining the amount of tire tread wear according to claim 4, characterized in that: The tire slip angle includes a front axle slip angle and a rear axle slip angle, the vehicle driving state information includes steering wheel angle information, center of mass lateral velocity, center of mass yaw velocity, distance from the center of mass to the front axle, center of mass longitudinal velocity and distance from the center of mass to the rear axle, and determining the tire slip angle according to the vehicle driving state information includes: The front axle sideslip angle and the rear axle sideslip angle are determined according to the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw velocity, the distance from the center of mass to the front axle, the center of mass longitudinal velocity and the distance from the center of mass to the rear axle.

10. The method for determining the amount of tire tread wear according to claim 9, characterized in that: Determining the front axle sideslip angle according to the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw velocity, the distance from the center of mass to the front axle, the center of mass longitudinal velocity and the distance from the center of mass to the rear axle includes: A sixth sub-formula is determined by multiplying the mass center yaw rate by the distance from the mass center to the front axle; Determine a seventh sub-formula by summing the sixth sub-formula and the lateral velocity of the center of mass; Determine an eighth sub-formula by taking the quotient of the seventh sub-formula and the longitudinal velocity of the center of mass; The front axle slip angle is determined according to a difference between the steering wheel angle information and the eighth sub-formula.

11. The method for determining the amount of tire tread wear according to claim 10, characterized in that: Determining the rear axle sideslip angle according to the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw velocity, the distance from the center of mass to the front axle, the center of mass longitudinal velocity and the distance from the center of mass to the rear axle includes: A ninth sub-formula is determined by multiplying the mass center yaw rate by the distance from the mass center to the rear axle; Determine a tenth sub-formula by the difference between the center-of-mass lateral velocity and the ninth sub-formula; The rear axle slip angle is determined by the inverse of the quotient of the tenth sub-equation and the mass center longitudinal velocity.

12. The method for determining the amount of tire tread wear according to claim 1, characterized in that: The determining the wear amount of the tire tread based on the relationship between the cornering stiffness and the tire basic pattern depth information in combination with the cornering stiffness comprises: Determining a relationship between the cornering stiffness and the tire basic tread depth information; Substituting the cornering stiffness of the tire into the relationship to obtain the tread depth information of the tire; The wear amount of the tire tread is determined by the difference between the basic tire pattern depth information and the tire pattern depth information.

13. The method for determining the amount of tire tread wear according to claim 12, characterized in that: The relationship between the cornering stiffness and the tire basic tread depth information is determined, including: Determine an eleventh sub-formula by multiplying the proportional factor by the tire basic tread depth information; The twelfth sub-formula is determined by multiplying the first-order attenuation factor by the basic tire tread depth information and the sum of the square of the basic tire tread depth information and the attenuation factor; Determine a relationship between the cornering stiffness and the tire basic tread depth information by using the quotient of the eleventh sub-formula and the twelfth sub-formula; The proportional factor, the first-order attenuation factor and the attenuation factor are initial calibration data of parameters related to tire wear.

14. A device for determining tire tread wear, characterized in that: The device comprises: An acquisition module, used to acquire vehicle driving status information and tire status information; A first determination module, used to determine the tire cornering stiffness according to the vehicle driving state information and the tire state information; The second determination module is used to determine the wear amount of the tire tread based on the relationship between the cornering stiffness and the basic tire pattern depth information in combination with the cornering stiffness.

15. An electronic device, characterized in that: The electronic device comprises a memory and a processor, the memory stores a computer program, and the processor implements the method for determining the tire tread wear amount according to any one of claims 1 to 13 when executing the computer program.

16. A vehicle, characterized in that: The vehicle determines the amount of wear on its own tire tread by the method for determining the amount of wear on the tire tread as described in any one of claims 1 to 13, by the device for determining the amount of wear on the tire tread as described in claim 14, or by the electronic device as described in claim 15.

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