Method, device and equipment for determining tire tread wear amount and vehicle

Abstract

The application discloses a tire tread wear amount determination method, device, equipment and vehicle, relates to the vehicle technical field, and the tire tread wear amount determination method comprises the following steps: acquiring vehicle driving state information and tire state information; then, determining the cornering stiffness of the tire according to the vehicle driving state information and the tire state information; finally, 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. According to the application, the cornering stiffness of the tire is determined through the vehicle driving state information and the tire state information, and 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 previously determined cornering stiffness of the tire, so that the estimation precision of the tire tread wear amount can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, equipment, and vehicle for determining tire tread wear. Background Technology

[0002] Vehicle stability systems are of great importance to vehicle driving stability and safety. Tire performance plays a significant role in the development of vehicle stability systems, and its characteristics determine the control boundaries of the vehicle stability control system.

[0003] Tire force is the fundamental cause of vehicle motion. The mechanical properties of tires vary greatly under different wear conditions, and the tire tread wear state has a very important impact on tire mechanical properties. Accurately identifying the tire wear state is a crucial step in accurately obtaining the vehicle's performance limits.

[0004] Among the related technologies, there are methods for estimating tire tread wear that use acceleration sensors to collect acceleration information and then use that information to estimate tire tread wear, and vision-based estimation algorithms that use camera sensors to collect image information. However, these estimation methods are costly and have low accuracy, which in turn affects driving safety. Summary of the Invention

[0005] The main objective of this application is to provide a method, apparatus, device, and vehicle for determining tire tread wear, with the aim of improving the estimation accuracy of tire tread wear.

[0006] To achieve the above objectives, one aspect of this application proposes a method for determining tire tread wear, comprising the following steps:

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

[0008] The lateral stiffness of the tire is determined based on the vehicle driving status information and the tire status information.

[0009] The wear amount of the tire tread is determined based on the relationship between the lateral stiffness and the tire base tread depth information, combined with the lateral stiffness.

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

[0011] The tire tread wear condition indication information is determined based on the vehicle driving status information and the tire status information;

[0012] 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 calculation function is triggered.

[0013] In some embodiments, 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 current tire driving state meets the tire tread wear calculation conditions, then the tire tread wear calculation function is triggered, including:

[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, then the tire tread wear calculation function is triggered.

[0015] In some embodiments, the tire condition information includes tire temperature, and determining the tire lateral stiffness based on the vehicle driving condition information and the tire condition information includes:

[0016] The tire lateral force and tire slip angle are determined based on the vehicle driving status information.

[0017] The lateral stiffness of the tire is determined by the tire lateral force and the tire slip angle; or,

[0018] The lateral 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, and the vehicle driving state information includes the vehicle's moment of inertia, center of gravity yaw rate, vehicle mass, center of gravity lateral acceleration, distance from the center of gravity to the rear axle, and distance from the center of gravity to the front axle. Determining the tire lateral force based on the vehicle driving state information includes:

[0020] The lateral forces of the front axle tires and the lateral forces of the rear axle tires are determined based on the vehicle's moment of inertia, the yaw rate of the center of gravity, the vehicle's mass, the lateral acceleration of the center of gravity, the distance from the center of gravity to the rear axle, and the distance from the center of gravity to the front axle.

[0021] In some embodiments, determining the front axle tire lateral force based on the vehicle's moment of inertia, the yaw rate of the center of gravity, the vehicle's mass, the lateral acceleration of the center of gravity, the distance from the center of gravity to the rear axle, and the distance from the center of gravity to the front axle includes:

[0022] The first sub-formula is determined by the vehicle's moment of inertia, the derivative of the center of mass's yaw rate, the vehicle's mass, the center of mass's lateral acceleration, and the distance from the center of mass to the rear axle.

[0023] The second sub-formula is determined by the sum of the distance from the center of mass to the rear axis and the distance from the center of mass to the front axis;

[0024] The lateral force of the front axle tire is determined based on the quotient of the first sub-formula and the second sub-formula.

[0025] In some embodiments, determining the first sub-formula using the vehicle's moment of inertia, the derivative of the center of gravity's yaw rate, the vehicle's mass, the center of gravity's lateral acceleration, and the distance from the center of gravity to the rear axle includes:

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

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

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

[0029] In some embodiments, determining the rear axle tire lateral force based on the vehicle's moment of inertia, the yaw rate of the center of gravity, the vehicle's mass, the lateral acceleration of the center of gravity, the distance from the center of gravity to the rear axle, and the distance from the center of gravity to the front axle includes:

[0030] The fifth sub-formula is determined based on the difference between the third and fourth sub-formulas;

[0031] The lateral force of the rear axle tires is determined by the opposite of the quotient of the fifth sub-formula and the second sub-formula.

[0032] In some embodiments, the tire slip angle includes the front axle slip angle and the rear axle slip angle, and the vehicle driving status information includes steering wheel angle information, center of gravity lateral velocity, center of gravity yaw rate, distance from the center of gravity to the front axle, longitudinal velocity of the center of gravity, and distance from the center of gravity to the rear axle. Determining the tire slip angle based on the vehicle driving status information includes:

[0033] The front axle slip angle and the rear axle slip angle are determined based on the steering wheel angle information, the lateral velocity of the center of gravity, the yaw rate of the center of gravity, the distance from the center of gravity to the front axle, the longitudinal velocity of the center of gravity, and the distance from the center of gravity to the rear axle.

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

[0035] The sixth sub-formula is determined by the product of the yaw rate of the center of mass and the distance from the center of mass to the front axle;

[0036] The seventh sub-equation is determined by the sum of the sixth sub-equation and the lateral velocity of the center of mass;

[0037] The eighth sub-equation is determined by the quotient of the seventh sub-equation and the longitudinal velocity of the center of mass;

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

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

[0040] The ninth sub-formula is determined by the product of the yaw rate of the center of mass and the distance from the center of mass to the rear axis.

[0041] The tenth sub-equation is determined by the difference between the lateral velocity of the center of mass and the ninth sub-equation;

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

[0043] In some embodiments, determining the wear amount of the tire tread based on the relationship between the lateral stiffness and the tire base tread depth information, combined with the lateral stiffness, includes:

[0044] Determine the relationship between the lateral stiffness and the tire base tread depth information;

[0045] Substituting the tire's lateral stiffness into the formula, the tire's tread depth information is obtained.

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

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

[0048] The eleventh sub-formula is determined by multiplying the scaling factor with the tire's basic tread depth information.

[0049] The twelfth sub-formula is determined by multiplying the first-order attenuation factor by the tire base tread depth information, and by summing the square of the tire base tread depth information and the attenuation factor.

[0050] The relationship between the lateral stiffness and the tire base tread depth information is determined by the quotient of the eleventh sub-equation and the twelfth sub-equation.

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

[0052] To achieve the above objectives, another aspect of this application provides a device for determining tire tread wear, the device comprising:

[0053] The acquisition module is used to acquire vehicle driving status information and tire status information;

[0054] The first determining module is used to determine the lateral stiffness of the tire based on the vehicle driving status information and the tire status information.

[0055] The second determining module is used to determine the wear amount of the tire tread based on the relationship between the lateral stiffness and the tire basic tread depth information, combined with the lateral stiffness.

[0056] To achieve the above objectives, another aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method for determining tire tread wear.

[0057] To achieve the above objectives, another aspect of the present application provides a vehicle in which the wear amount of its own tire tread is determined by the tire tread wear determination method of the above embodiments, the tire tread wear determination device of the above embodiments, or the electronic device of the above embodiments.

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

[0059] This application provides a method, apparatus, device, and vehicle for determining tire tread wear. In this embodiment, firstly, vehicle driving status information and tire status information are acquired; then, the tire's lateral stiffness is determined based on the vehicle driving status information and tire status information; finally, the tire tread wear is determined based on the relationship between the lateral stiffness and the tire's basic tread depth information, combined with the lateral stiffness. This embodiment determines the tire's lateral stiffness using vehicle driving status information and tire status information, and determines the tire tread wear by combining the previously determined lateral stiffness with the relationship between the lateral stiffness and the tire's basic tread depth information, thereby improving the estimation accuracy of tire tread wear.

[0060] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

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

[0062] Figure 1 This is a flowchart of a method for determining tire tread wear provided in some embodiments of this application;

[0063] Figure 2 This is a schematic block diagram of a tire tread wear determination system provided in some embodiments of this application;

[0064] Figure 3 This is a schematic block diagram of a tire tread wear determination device provided in some embodiments of this application;

[0065] Figure 4 These are schematic diagrams of the hardware structure of electronic devices provided in some embodiments of this application. Detailed Implementation

[0066] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. The implementation methods described in the following exemplary embodiments do not represent all implementation methods consistent with the embodiments of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

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

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

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

[0070] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0071] To make the inventive concept of this application easy to understand, before describing the embodiments of this application in detail, the English abbreviations (terms) / related concepts involved in the embodiments of this application will be explained first. The English abbreviations (terms) / related concepts involved in the embodiments of this application are subject to the following interpretation.

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

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

[0074] Vehicle stability systems are of great importance to vehicle driving stability and safety. Tire performance plays a significant role in the development of vehicle stability systems, and its characteristics determine the control boundaries of the vehicle stability control system.

[0075] Tire force is the fundamental cause of vehicle motion. The mechanical properties of tires vary greatly under different wear conditions, and the tire tread wear state has a very important impact on tire mechanical properties. Accurately identifying the tire wear state is a crucial step in accurately obtaining the vehicle's performance limits.

[0076] With the development of tire dynamics research, dynamic models that can express the mechanical properties of tires under different wear conditions have been developed. However, no estimation method for tread wear based on tire dynamics theory has been proposed. Currently, estimation algorithms for tread wear include algorithms that add acceleration sensors to collect acceleration information and then estimate based on acceleration information, and algorithms that use camera sensors to collect tire visual information and then estimate based on vision. However, these estimation methods are costly and have low practical application value.

[0077] In view of this, this application proposes a method, apparatus, device, and vehicle for determining tire tread wear. This solution acquires vehicle driving status information and tire status information; determines the tire's lateral stiffness based on the vehicle driving status information and tire status information; and determines the tire tread wear based on the relationship between the lateral stiffness and the tire's basic tread depth information, combined with the lateral stiffness. The embodiments of this application determine the tire's lateral stiffness using vehicle driving status information and tire status information, and determine the tire tread wear by combining the previously determined lateral stiffness with the relationship between the lateral stiffness and the tire's basic tread depth information, thereby improving the estimation accuracy of tire tread wear.

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

[0079] The terminal can be a tablet computer, a laptop computer, an in-vehicle computer, etc., but is not limited to these.

[0080] A server can be a standalone physical server, a server cluster or distributed system consisting 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 communication, middleware services, domain name services, security services, content delivery networks, and big data and artificial intelligence platforms.

[0081] The implementation steps of a method for determining tire tread wear provided in this application will be described in detail below with reference to the accompanying drawings.

[0082] Please refer to Figure 1 , Figure 1 The flowchart illustrates a method for determining tire tread wear in some embodiments of this application. It should be noted that the steps shown in the flowchart 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 a different order than that shown here.

[0083] The method of the embodiments of this application includes the following steps:

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

[0085] Step 102: Determine the lateral stiffness of the tires based on the vehicle driving status information and tire status information;

[0086] Step 103: Determine the wear amount of the tire tread based on the relationship between lateral stiffness and tire basic tread depth information, combined with lateral stiffness.

[0087] Steps 101 to 103 as shown in the embodiments of this application determine the lateral stiffness of the tire through the vehicle driving status information and tire status information, and determine the tire tread wear by combining the relationship between the lateral stiffness and the tire basic tread depth information with the previously determined tire lateral stiffness, which can improve the estimation accuracy of tire tread wear.

[0088] The specific implementation methods for each of the above steps are described below.

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

[0090] During vehicle operation, vehicle driving status information and tire status information can be collected. Then, the tire tread wear can be determined based on the collected vehicle driving status information and tire status information. For specific determination methods, please refer to the following embodiments in this application.

[0091] Vehicle driving status information may include information that directly or indirectly relates to the method for determining tire tread wear, such as vehicle weight, wheelbase, track width between the front and rear axles, center of gravity position, vehicle speed, lateral acceleration, longitudinal acceleration, steering wheel angle, and / or steering system transmission ratio.

[0092] Tire condition information may include information that directly or indirectly relates to the method for determining tire tread wear, such as the rolling speed of the four wheels, the tire pressure of the four tires, and / or the temperature of the four wheels.

[0093] It should be understood that information directly involved in the determination of tire tread wear usually refers to information that is directly involved in the determination of tire tread wear, that is, information that can be directly seen in the determination of tire tread wear; information indirectly involved in the determination of tire tread wear usually refers to information that is not directly involved in the determination of tire tread wear, but is involved in the calculation of information that affects tire tread wear.

[0094] Vehicle driving status information can be acquired through onboard sensors. For example, a speed sensor can acquire the vehicle's speed; an accelerometer can measure the vehicle's acceleration in various directions to obtain its acceleration / deceleration and tilt status; a gyroscope can detect the vehicle's rotational motion to obtain its yaw rate and roll angle; a steering angle sensor can measure the steering wheel angle to obtain the vehicle's steering status; an inertial measurement unit (IMU) can also acquire the vehicle's motion status and direction information; and a Controller Area Network (CAN) can acquire the operating status information of various vehicle systems. The acquired vehicle status information can be directly displayed on the onboard screen, and the data can also be sent to the corresponding vehicle control system for tire tread wear calculations. This data can also be sent to a remote server for vehicle tracking, maintenance reminders, or data analysis.

[0095] Tire condition information can be obtained through a tire pressure monitoring system and / or onboard sensors. For example, a direct tire pressure monitoring system can directly measure tire pressure and temperature using sensors installed inside the tire and transmit the data to the vehicle's dashboard, information display screen, and corresponding vehicle control system. An indirect tire pressure monitoring system can infer tire pressure by comparing the rotational speed differences between tires using wheel speed sensors. Tire temperature patches can be attached to the tires and record tire temperature changes over a period of time; the tire temperature data can then be acquired wirelessly or directly.

[0096] The embodiments provided in this application provide data support for subsequently determining the tread wear of tires by acquiring vehicle driving status information and tire status information.

[0097] In some embodiments of this application, after obtaining vehicle driving status information and tire status information, tire tread wear condition indication information can be determined based on the vehicle driving status information and 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 tire tread wear calculation is not performed continuously; it typically requires certain conditions to be met. These conditions can be determined using vehicle driving status information and tire condition information. Usually, a tire tread wear condition indicator is set to show whether the current tire driving status (vehicle driving status information and tire condition information) meets the tire tread wear calculation conditions. If the indicator indicates that the current tire driving status meets the tire tread wear calculation conditions, then the tire tread wear calculation function will be triggered. The tire tread wear will then be calculated using this function.

[0099] For example, if the vehicle is found to be vibrating or experiencing other handling problems by obtaining vehicle driving status information and tire status information, the tire wear can be calculated to determine whether uneven wear has caused a balance problem. When the vehicle is moved from a dry road environment to a rainy or snowy environment, it may be necessary to reassess the tire wear. When the vehicle's driving status changes, such as when making a sharp turn at high speed, the tire tread wear calculation function needs to be triggered.

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

[0101] In some embodiments of this 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 speed is greater than the preset speed and the vehicle steering wheel angle is greater than the preset angle, then the tire tread wear calculation function is triggered.

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

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

[0104] The embodiments provided in this application determine 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 meets the tire tread wear calculation conditions, then the tire tread wear calculation function is triggered. The tire tread wear calculation function can be triggered under certain conditions during vehicle driving to calculate the tire tread wear. The calculation results can be sent to the vehicle decision unit to improve vehicle driving safety.

[0105] In step 102, the lateral stiffness of the tire is determined based on the vehicle driving status information and the tire status information.

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

[0107] The lateral stiffness of a tire can be determined by fitting the parameters in the magic formula to experimental data and then solving for the lateral stiffness using the magic formula.

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

[0109] Tire lateral stiffness can also be determined by using tire lateral force and tire slip angle to fit data and build a model through experiments. Specifically, slip angle data under different lateral forces can be recorded experimentally, and a graph showing the relationship between lateral force (Fy) and slip angle (α) can be plotted. Fitting this graph can determine a model of tire lateral stiffness, which is related to the tire's lateral force and slip angle.

[0110] Determining tire lateral stiffness using vertical load and tire temperature can be achieved by fitting a function to experimental data to describe the relationship between lateral stiffness and vertical load. It should be understood that vertical load has a significant impact on tire lateral stiffness. Generally, as the vertical load increases, the tire lateral stiffness also increases. Then, a function is fitted using experimental data to describe the relationship between lateral stiffness and temperature. The effects of vertical load and temperature are combined to form a comprehensive model, and the model parameters are adjusted based on experimental data to obtain the final model. Understandably, once the final model is determined, in practical use, only the vertical load and tire temperature need to be input into the model to obtain the tire lateral stiffness.

[0111] The tire's lateral stiffness can also be determined separately using the tire's lateral force and tire slip angle, or determined based on vertical load and tire temperature. The lateral stiffness determined by one of these methods can be used as the parameter for calculating tire tread wear, or the lateral stiffness determined by both methods can be combined to arrive at a target lateral stiffness for calculating tire tread wear. The lateral stiffness determined in this way is closer to reality and has higher accuracy.

[0112] In some implementations, the vehicle driving status information includes the vehicle's moment of inertia, center of gravity yaw rate, vehicle mass, center of gravity lateral acceleration, distance from the center of gravity to the rear axle, and distance from the center of gravity to the front axle. The lateral forces of the front axle tires and the rear axle tires can be determined based on the vehicle's moment of inertia, center of gravity yaw rate, vehicle mass, center of gravity lateral acceleration, distance from the center of gravity to the rear axle, and distance from the center of gravity to the front axle.

[0113] The lateral force on the front axle tires can be determined by: first formula based on the vehicle's moment of inertia, derivative of the center of gravity's yaw rate, vehicle mass, lateral acceleration of the center of gravity, and distance from the center of gravity to the rear axle; second formula based on the sum of the distances from the center of gravity to the rear axle and the distances from the center of gravity to the front axle; and finally, the lateral force on the front axle tires determined by the quotient of the first and second formulas. Specifically, the first formula can be used to first determine the third formula by multiplying the vehicle's moment of inertia by the derivative of the center of gravity's yaw rate; then, the fourth formula is determined by multiplying the vehicle mass, lateral acceleration of the center of gravity, and distance from the center of gravity to the rear axle; and the first formula is determined based on the sum of the third and fourth formulas.

[0114] For example, the third sub-formula can be expressed as: The fourth sub-equation can be expressed as The first sub-expression can be represented as: The second sub-equation can be expressed as: It can be done through a formula:

[0115]

[0116] Determine the lateral force of the front axle tires.

[0117] in, The lateral force of the front axle tires. The moment of inertia of the entire vehicle. The derivative of the yaw rate of the center of mass. For the overall vehicle quality, It is the lateral acceleration of the center of mass. It is the distance from the center of gravity to the front axle. It is the distance from the center of mass to the rear axle.

[0118] In some implementations, the fifth sub-equation can be determined based on the difference between the third and fourth sub-equations; the lateral force of the rear axle tires can be determined based on the opposite of the quotient of the fifth and second sub-equations.

[0119] For example, the fifth sub-expression can be represented as: It can be done through a formula:

[0120]

[0121] Determine the lateral force of the rear axle tires.

[0122] in, The lateral force of the rear axle tires. The moment of inertia of the entire vehicle. The derivative of the yaw rate of the center of mass. For the overall vehicle quality, It is the lateral acceleration of the center of mass. It is the distance from the center of gravity to the front axle. It is the distance from the center of mass to the rear axle.

[0123] In some implementations, the tire slip angle includes the front axle slip angle and the rear axle slip angle. The vehicle driving status information includes steering wheel angle information, center of gravity lateral velocity, center of gravity yaw rate, distance from center of gravity to the front axle, center of gravity longitudinal velocity, and distance from center of gravity 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 gravity lateral velocity, center of gravity yaw rate, distance from center of gravity to the front axle, longitudinal velocity, and distance from center of gravity to the rear axle.

[0124] For the front axle sideslip angle, the sixth sub-equation can be determined first by multiplying the yaw rate of the center of gravity by the distance from the center of gravity to the front axle. Then, the seventh sub-equation can be determined by summing the sixth sub-equation and the lateral velocity of the center of gravity. Next, the eighth sub-equation can be determined by quotient of the seventh sub-equation and the longitudinal velocity of the center of gravity. Finally, the front axle sideslip angle is determined by the difference between the steering wheel angle information and the eighth sub-equation.

[0125] For example, the sixth sub-expression can be represented as: The seventh sub-equation can be expressed as: It can be done through a formula:

[0126]

[0127] Determine the front axle slip angle.

[0128] in, Front axle side slip angle, It's steering wheel angle information. It is the lateral velocity of the center of mass. It is the yaw rate of the center of mass. It is the distance from the center of gravity to the front axle. It is the longitudinal velocity of the center of mass.

[0129] For the rear axle sideslip angle, the ninth sub-equation can be determined by multiplying the yaw rate of the center of mass and the distance from the center of mass to the rear axle; the tenth sub-equation can be determined by the difference between the lateral velocity of the center of mass and the ninth sub-equation; and the rear axle sideslip angle can be determined by the opposite of the quotient of the tenth sub-equation and the longitudinal velocity of the center of mass.

[0130] For example, the ninth sub-equation can be represented as: The tenth sub-equation can be expressed as: It can be done through a formula:

[0131]

[0132] Determine the rear axle slip angle.

[0133] in, Rear axle slip angle, It is the lateral velocity of the center of mass. It is the yaw rate of the center of mass. It is the distance from the center of gravity to the rear axle. It is the longitudinal velocity of the center of mass.

[0134] After determining the lateral forces and slip angles of the front and rear axles, the lateral stiffness of the tire can be determined using these forces and slip angles.

[0135] In this embodiment, the lateral stiffness of the tire is determined by the vehicle driving status information and the tire status information, which can improve the accuracy of the calculation of the lateral stiffness of the tire. The calculation method is simple and requires little workload.

[0136] In step 103, the wear amount of the tire tread is determined based on the relationship between the lateral stiffness and the tire base tread depth information, combined with the lateral stiffness.

[0137] In some implementations, the relationship between the lateral stiffness and the basic tread depth information of the tire can be determined first. Then, the lateral stiffness of the tire can be substituted into the relationship to obtain the tread depth information of the tire. The wear 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] Tire tread wear typically refers to the degree of wear on the tire tread pattern. Tire tread wear is usually measured by tread depth. Therefore, the amount of tire tread wear can be determined using tire tread depth information. For example, the amount of tire tread wear can be obtained by subtracting the current tread depth (tire tread depth information) from the initial tread depth (base tread depth information). It should be understood that lower wear indicates less tire wear, potentially leading to longer tire performance and lifespan; higher wear indicates more tire wear, potentially leading to shorter tire performance and lifespan.

[0139] In some implementations, the relationship between lateral stiffness and tire base tread depth information can be determined as follows: First, an eleventh sub-equation is determined by multiplying the scaling factor by the tire base tread depth information. Then, a twelfth sub-equation is determined by multiplying the first-order attenuation factor by the tire base tread depth information, and summing the square of the tire base tread depth information with the attenuation factor. Finally, the relationship between lateral stiffness and tire base tread depth information is determined by the quotient of the eleventh and twelfth sub-equations. Here, the scaling factor, first-order attenuation factor, and attenuation factor are initial calibration data for tire wear-related parameters. It should be understood that these initial calibration data can be obtained from actual vehicle tests by adjusting the parameters in the experiment to obtain the initial calibration data for tire wear-related parameters.

[0140] For example, the eleventh sub-formula can be expressed as: A0h, where A0 is the scaling factor and h is the tire's basic 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 lateral stiffness and tire tread depth information can be expressed by the formula:

[0141] ;

[0142] Define it. Where K... y It is the lateral stiffness.

[0143] It should be understood that after determining the relationship between lateral stiffness and tire base tread depth information, the tire tread depth information corresponding to the determined lateral stiffness data can be solved based on the relationship between lateral stiffness and tire base tread depth information using the lateral stiffness data determined in the above embodiments. Then, the tire tread wear can be calculated by the difference between the tire base tread depth information and the solved tire tread depth information.

[0144] For example, suppose the initial tread depth (basic tread depth information) provided by the tire manufacturer is 10 mm, and the tread depth determined based on the lateral stiffness is 5 mm.

[0145] Therefore: Wear amount = Initial pattern depth - Current pattern depth;

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

[0147] Wear amount = 5 mm;

[0148] This means the tire has worn down by 5 millimeters, which indicates that the tire is 50% worn.

[0149] The embodiments provided in this application determine the wear amount of the tire tread by combining the relationship between the lateral stiffness and the tire base tread depth information with the lateral stiffness. This reduces the amount of data processing, simplifies the method for identifying tire tread wear, improves the accuracy of tire tread wear identification, and provides a basis for vehicle life cycle performance analysis.

[0150] A specific application example based on the embodiments of this application may be:

[0151] During vehicle operation, the vehicle uses its onboard sensors to acquire information about its driving status at preset time intervals. This information may include vehicle weight, wheelbase, track width, center of gravity, vehicle speed, lateral acceleration, longitudinal acceleration, steering wheel angle, steering system gear ratio, wheel speed, tire pressure, and / or wheel temperature. It should be understood that the time intervals for acquiring this information may vary.

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

[0153] Tire tread wear can be calculated using lateral stiffness. Specifically, tire tread wear can be determined by combining lateral stiffness with the relationship between lateral stiffness and the tire's base tread depth information.

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

[0155] ;

[0156] Where A0 is the scaling factor, h is the tire tread depth information, B0 is the first-order attenuation factor, C0 is the attenuation factor, and K... y It is the lateral stiffness.

[0157] The tire tread wear can be calculated by using the lateral stiffness data determined during vehicle operation and the relationship between lateral stiffness and tire base tread depth information. Then, the tire tread wear can be calculated by the difference between the tire base tread depth information and the calculated tire tread depth information.

[0158] In the relationship between lateral stiffness and tire base tread depth information, the tire base tread depth information is usually known. The scaling factor, first-order attenuation factor, and attenuation factor are initial calibration data of tire wear-related parameters, typically stored in the vehicle as vehicle-specific parameters. Therefore, only the lateral stiffness during vehicle operation needs to be determined to calculate the tire tread wear.

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

[0160] Tire lateral force can be calculated using the following formula:

[0161] ;

[0162] Calculation. Among them, The lateral force of the front axle tires. The lateral force of the rear axle tires. The moment of inertia of the entire vehicle. The derivative of the yaw rate of the center of mass. For the overall vehicle quality, It is the lateral acceleration of the center of mass. It is the distance from the center of gravity to the front axle. It is the distance from the center of mass to the rear axle.

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

[0164] ;

[0165] Calculation. Among them, This refers to the front axle tire slip angle. It's steering wheel angle information. It is the lateral velocity of the center of mass. It is the yaw rate of the center of mass. It is the distance from the center of gravity to the front axle. This refers to the rear axle tire slip angle. It is the distance from the center of gravity to the rear axle. It is the longitudinal velocity of the center of mass.

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

[0167] After determining the lateral stiffness during vehicle operation, the wear of the tire tread can be determined by combining the relationship between the lateral stiffness and the tire base tread depth information with the lateral stiffness during vehicle operation.

[0168] This application embodiment determines the tire's lateral stiffness by acquiring vehicle driving status information and tire status information, and determines the tire tread wear by combining the relationship between the lateral stiffness and the tire's basic tread depth information with the previously determined tire lateral stiffness, which can improve the estimation accuracy of tire tread wear.

[0169] Please see Figure 2 , Figure 2 This is a schematic block diagram of a tire tread wear determination system provided in some embodiments of this application. Figure 2 In this process, the vehicle status information is obtained through the vehicle status information module, which may include vehicle mass, wheelbase, track width, center of gravity position, vehicle speed, lateral acceleration, longitudinal acceleration, and steering wheel angle. Tire status information is obtained through the tire information module, which may include rolling speed, tire pressure, and tire temperature. The obtained vehicle and tire status information are input into the function trigger module (i.e., the function trigger module for calculating tire tread wear). When the function for calculating tire tread wear is triggered, the tire lateral force calculation module calculates the tire lateral force, the tire slip angle calculation module calculates the tire slip angle, the tire pressure processing module obtains the tire pressure information, the tire temperature processing module obtains the tire temperature information, and finally, the tire tread wear condition recognition module determines the tire tread wear condition.

[0170] The implementation of the tire tread wear determination device provided in this application will now be described in detail with reference to the accompanying drawings.

[0171] In addition to the tire tread wear determination method provided in the above embodiments, this application also provides a tire tread wear determination device for implementing the above method, such as... Figure 3 As shown, Figure 3 This is a schematic block diagram of a tire tread wear determination device according to an embodiment of this application. The tire tread wear determination device 300 includes:

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

[0173] The first determining module 302 is used to determine the lateral stiffness of the tire based on the vehicle driving status information and the tire status information.

[0174] The second determining module 303 is used to determine the wear amount of the tire tread based on the relationship between the lateral stiffness and the tire basic tread depth information, combined with the lateral stiffness.

[0175] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions 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, this application embodiment also provides an electronic device, the electronic device 400 including a memory 401, one or more processors 402 ( Figure 4 (Only one is shown in the image) and a computer program stored in memory 401 and executable on processor 402. Memory 401 stores software programs and units. Processor 402 executes various functional applications and data processing by running the software programs and units stored in memory 401 to obtain resources corresponding to the aforementioned preset events. Optionally, processor 402 implements the method for determining tire tread wear by running the aforementioned computer program stored in memory 401.

[0177] Memory 401 serves as a non-transitory computer-readable medium for storing non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory 401 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory 401 may optionally include memory remotely located relative to the processor, which can be connected to the processor 402 via a network.

[0178] It is understood that the content of the above method embodiments is applicable to the embodiments of this electronic device. The specific functions implemented by the embodiments of this electronic device 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] This application also provides a vehicle in which the wear amount of its tire treads is determined by the aforementioned tire tread wear determination method, device, or the electric drive assembly of the aforementioned electronic equipment. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered 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 is understood that the content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0181] This application also provides a computer program product, which includes a computer program that, when executed by one or more processors, can implement the steps of the method for determining tire tread wear as described above.

[0182] It is understood that the content of the above method embodiments is applicable to this computer program product. The specific functions implemented by the embodiments of this computer program product 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 this application determine the tire's lateral stiffness by using vehicle driving status information and tire status information, which can improve the accuracy of lateral stiffness calculation. By combining the relationship between lateral stiffness and tire basic tread depth information with the previously determined tire lateral stiffness, the tire tread wear is determined, which simplifies the method for identifying tire tread wear, improves the accuracy of tire tread wear identification, and provides a basis for vehicle life cycle performance analysis.

[0184] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0185] Although specific embodiments are described herein, those skilled in the art will recognize that many other modifications or alternative embodiments are also within the scope of this disclosure. For example, any of the functions and / or processing capabilities described in connection with a particular device or component can be performed by any other device or component. Furthermore, while various exemplary embodiments and architectures have been described according to embodiments of this disclosure, those skilled in the art will recognize that many other modifications to the exemplary embodiments and architectures described herein are also within the scope of this disclosure.

[0186] The foregoing description of block diagrams and flowcharts of apparatus, methods, systems, and / or computer program products according to exemplary embodiments has described certain aspects of this disclosure. It should be understood that one or more blocks in the block diagrams and flowcharts, as well as combinations of blocks in the block diagrams and flowcharts, can be implemented by executing computer-executable program instructions, respectively. Similarly, according to some embodiments, some blocks in the block diagrams and flowcharts may not need to be executed in the order shown, or may not all need to be executed. Furthermore, additional components and / or operations beyond those shown in the blocks in the block diagrams and flowcharts may exist in some embodiments.

[0187] Therefore, blocks in block diagrams and flowcharts support combinations of means for performing a specified function, combinations of elements or steps for performing a specified function, and program instruction means for performing a specified function. It should also be understood that each block in a block diagram and flowchart, and combinations of blocks in block diagrams and flowcharts, can be implemented by a dedicated hardware computer system or a combination of dedicated 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 exemplary methods described herein) to be performed.

[0189] Software components can be coded using any of a variety of programming languages. An exemplary programming language could be a low-level programming language, such as assembly language associated with a specific hardware architecture and / or operating system platform. Software components including assembly language instructions may need to be converted into executable machine code by an assembler before being executed by the hardware architecture and / or platform. Another exemplary programming language could be a higher-level programming language that is portable across multiple architectures. Software components including higher-level programming languages ​​may need to be converted into an intermediate representation by an interpreter or compiler before execution. Other examples of programming languages ​​include, but are not limited to, macro languages, shell or command languages, job control languages, scripting languages, database query or search languages, or report writing languages. In one or more exemplary embodiments, a software component containing instructions from one of the above-described programming language examples can be executed directly by the operating system or other software components without first being converted into another form.

[0190] Software components can be stored as files or other data storage structures. Software components of similar type or related function can be stored together in a specific directory, folder, or library. Software components can be static (e.g., pre-defined or fixed) or dynamic (e.g., created or modified at runtime).

[0191] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application.

Claims

1. A method of determining the amount of wear of a tire tread, characterized in that, The method comprises the following steps: obtaining vehicle driving state information and tire state information; determining tire cornering stiffness according to the vehicle driving state information and the tire state information; determining the tire tread wear amount based on the relationship between the cornering stiffness and the tire base pattern depth information, comprising: determining an eleventh sub-formula by the product of a proportional factor and the tire base pattern depth information; determining a twelfth sub-formula by the sum of the product of a first-order attenuation factor and the tire base pattern depth information, and the square of the tire base pattern depth information and an attenuation factor; determining the relationship between the cornering stiffness and the tire base pattern depth information 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 tire wear related parameters.

2. The method of determining the amount of tire tread wear according to claim 1, wherein, After obtaining the vehicle driving state information and the tire state information, the method further comprises: 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, triggering the calculation function of the tire tread wear amount.

3. The method of determining the amount of tire tread wear according to claim 2, wherein, The tire tread wear calculation condition comprises 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 vehicle driving speed is greater than the preset speed and the steering wheel angle of the vehicle is greater than the preset angle, triggering the calculation function of the tire tread wear amount. The tire state information comprises tire temperature, and the determination of the tire cornering stiffness according to the vehicle driving state information and the tire state information comprises:

4. The method of determining the amount of tire tread wear according to claim 1, wherein, determining tire lateral force and tire cornering angle according to the vehicle driving state information; determining the tire cornering stiffness by the tire lateral force and the tire cornering angle; or determining the tire cornering stiffness according to vertical load and the tire temperature. The tire lateral force comprises front axle tire lateral force and rear axle tire lateral force, the vehicle driving state information comprises vehicle moment of inertia, mass center yaw rate, vehicle mass, mass center lateral acceleration, mass center to rear axle distance and mass center to front axle distance, and the determination of the tire lateral force according to the vehicle driving state information comprises:

5. The method of determining the amount of tire tread wear according to claim 4, wherein, determining the front axle tire lateral force and the rear axle tire lateral force according to the vehicle moment of inertia, the mass center yaw rate, the vehicle mass, the mass center lateral acceleration, the mass center to rear axle distance and the mass center to front axle distance. The determination of the front axle tire lateral force according to the vehicle moment of inertia, the mass center yaw rate, the vehicle mass, the mass center lateral acceleration, the mass center to rear axle distance and the mass center to front axle distance comprises:

6. The method of determining the amount of tire tread wear according to claim 5, wherein, ​ determined from the sum of the distance of the center of mass to the rear axle and the distance of the center of mass to the front axle; the front axle tire lateral force is determined from the quotient of the first sub-formula and the second sub-formula. The first sub-formula determined from the vehicle moment of inertia, the derivative of the center of mass yaw rate, the vehicle mass, the center of mass lateral acceleration, and the distance of the center of mass to the rear axle, comprises:

7. The method of determining the amount of tire tread wear according to claim 6, wherein, a third sub-formula is determined from the product of the derivative of the center of mass yaw rate and the vehicle moment of inertia; a fourth sub-formula is determined from the product of the vehicle mass, the center of mass lateral acceleration, and the distance of the center of mass to the rear axle; the first sub-formula is determined based on the sum of the third sub-formula and the fourth sub-formula. The rear axle tire lateral force is determined from the vehicle moment of inertia, the center of mass yaw rate, the vehicle mass, the center of mass lateral acceleration, the distance of the center of mass to the rear axle, and the distance of the center of mass to the front axle, comprises:

8. The method of determining the amount of tire tread wear according to claim 7, wherein, a fifth sub-formula is determined based on the difference between the third sub-formula and the fourth sub-formula; the rear axle tire lateral force is determined from the inverse of the quotient of the fifth sub-formula and the second sub-formula. The tire side slip angle includes a front axle side slip angle and a rear axle side slip angle, the vehicle driving state information includes steering wheel angle information, center of mass lateral velocity, center of mass yaw rate, distance of center of mass to front axle, center of mass longitudinal velocity, and distance of center of mass to rear axle, the tire side slip angle is determined from the vehicle driving state information, comprising:

9. The method of determining the amount of tire tread wear according to claim 4, wherein, The front axle side slip angle and the rear axle side slip angle are determined from the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw rate, the distance of the center of mass to the front axle, the center of mass longitudinal velocity, and the distance of the center of mass to the rear axle. The front axle side slip angle is determined from the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw rate, the distance of the center of mass to the front axle, the center of mass longitudinal velocity, and the distance of the center of mass to the rear axle, comprising:

10. The method of determining the amount of tire tread wear according to claim 9, wherein, a sixth sub-formula is determined from the product of the center of mass yaw rate and the distance of the center of mass to the front axle; a seventh sub-formula is determined from the sum of the sixth sub-formula and the center of mass lateral velocity; an eighth sub-formula is determined from the quotient of the seventh sub-formula and the center of mass longitudinal velocity; the front axle side slip angle is determined from the difference between the steering wheel angle information and the eighth sub-formula. The rear axle side slip angle is determined from the steering wheel angle information, the center of mass lateral velocity, the center of mass yaw rate, the distance of the center of mass to the front axle, the center of mass longitudinal velocity, and the distance of the center of mass to the rear axle, comprising:

11. The method of determining the amount of tire tread wear according to claim 10, wherein, a ninth sub-formula is determined from the product of the center of mass yaw rate and the distance of the center of mass to the rear axle; a tenth sub-formula is determined from the difference between the center of mass lateral velocity and the ninth sub-formula; the rear axle side slip angle is determined from the inverse of the quotient of the tenth sub-formula and the center of mass longitudinal velocity. ​ 12. The method of determining the amount of tire tread wear of claim 1, wherein, The determining the wear amount of the tire tread based on the relationship between the cornering stiffness and the tire base pattern depth information in combination with the cornering stiffness comprises: determining a relationship between the cornering stiffness and the tire base pattern depth information; substituting the cornering stiffness of the tire into the relationship to obtain the pattern depth information of the tire; determining the wear amount of the tire tread by a difference between the tire base pattern depth information and the pattern depth information of the tire.

13. A device for determining the amount of wear of a tire tread, characterized in that The device comprises: an acquisition module configured to acquire vehicle driving state information and tire state information; a first determination module configured to determine a cornering stiffness of a tire according to the vehicle driving state information and the tire state information; a second determination module configured to determine a wear amount of a tire tread of the tire based on a relationship between the cornering stiffness and tire base pattern depth information in combination with the cornering stiffness, comprising: determining an eleventh sub-formula by a product of a proportional factor and the tire base pattern depth information; determining a twelfth sub-formula by a product of a first-order decay factor and the tire base pattern depth information, a sum of a square of the tire base pattern depth information and a decay factor; determining a relationship between the cornering stiffness and the tire base pattern depth information by a quotient of the eleventh sub-formula and the twelfth sub-formula; wherein the proportional factor, the first-order decay factor and the decay factor are initial calibration data of tire wear related parameters.

14. An electronic device, comprising: The electronic device comprises a memory and a processor, the memory stores a computer program, and the processor implements the method for determining the wear amount of the tire tread when executing the computer program.

15. A vehicle characterized by comprising: The vehicle determines the wear amount of the tire tread of itself by the method for determining the wear amount of the tire tread, the device for determining the wear amount of the tire tread or the electronic device.

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