Road surface state detection method, detection device, electronic device, vehicle and medium

Abstract

This application provides a method for detecting road surface conditions, comprising: acquiring wheel state signals; and determining the current road surface condition based on the spectral information determined by the tire vibration signals included in the wheel state signals. This allows the vehicle to determine the current road surface condition based on the tire vibration signals included in the wheel state signals. Compared to methods that determine road surface conditions based on sound signals collected by microphones, this method ensures accurate acquisition of tire vibration signals even when the signal acquisition unit corresponding to the tire vibration signals is covered by objects such as mud or rainwater. Consequently, the vehicle can reliably detect the current road surface condition based on the tire vibration signals. Furthermore, since the tire sound signals and tire vibration signals reflect the type of road surface the vehicle is rubbing against, the reliability of determining the current road surface condition using tire vibration signals is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method, device, electronic device, vehicle, and computer-readable storage medium for detecting road surface conditions. Background Technology

[0002] In related technologies, identifying whether the current driving surface is slippery is usually achieved based on a sound acquisition unit. That is, a sound acquisition unit, such as a microphone, is installed on the mudguard corresponding to the vehicle. Then, the sound signal generated by the friction between the wheel and the road surface is collected by the sound acquisition unit and subjected to corresponding spectrum analysis in order to determine the driving surface of the vehicle based on the spectrum analysis results.

[0003] However, because mudguards are easily contaminated with mud, rainwater, and other substances, the sound acquisition unit on the mudguard may be affected by these substances, making it impossible to accurately collect the sound signals generated by the friction between the wheel and the road surface. Consequently, the reliability of the road surface detection results obtained through sound signals is low. Summary of the Invention

[0004] This application provides a method, apparatus, electronic device, vehicle, and computer-readable storage medium for detecting road surface conditions.

[0005] This application provides a method for detecting road surface conditions, including:

[0006] Acquire wheel status signals, wherein the wheel status signals include tire vibration signals;

[0007] The current road surface condition of the vehicle is determined based on the spectrum information, wherein the spectrum information is determined based on the tire vibration signal, and the road surface condition includes dry road surface and wet road surface.

[0008] In the road surface condition detection method provided in this application, the vehicle acquires wheel state signals. Based on the spectral information determined by the tire vibration signals included in the wheel state signals, the current road surface condition is determined, i.e., whether the current road surface is wet or dry. Thus, this application allows the vehicle to determine the current road surface condition using the tire vibration signals included in the wheel state signals. Compared to methods that determine road surface condition based on sound signals collected by microphones, this method allows for accurate acquisition of tire vibration signals even when the signal acquisition unit corresponding to the tire vibration signals is covered by objects such as mud or rainwater. This enables the vehicle to reliably detect the current road surface condition based on the tire vibration signals. Furthermore, since both tire sound signals and tire vibration signals reflect the friction between the wheels and the road surface, or in other words, reflect the type of road surface the vehicle is rubbing against, the reliability of determining the current road surface condition using tire vibration signals is guaranteed.

[0009] In some implementations, determining the state of the road surface where the vehicle is currently traveling based on spectrum information includes:

[0010] The state of the road surface on which the vehicle is currently traveling is determined based on the spectral response information.

[0011] Thus, the implementation of this application enables the determination of the current road surface state of the vehicle based on spectral response information, that is, based on information such as the amplitude, sound pressure and phase of the tire vibration signal in the frequency band, thereby accurately determining the current road surface state.

[0012] In some implementations, determining the state of the road surface on which the vehicle is currently traveling based on the spectral response information includes:

[0013] The state of the road surface on which the vehicle is currently traveling is determined based on the target sound pressure information of the preset frequency band in the spectrum response information.

[0014] Thus, the embodiments of this application can be based on the prior knowledge that there are differences in the target sound intensity information of tire vibration signals in a preset frequency band under dry and wet road conditions, so that the vehicle can determine the current road condition based on the target sound intensity information of the tire vibration signal in the preset frequency band, thereby efficiently determining the current road condition.

[0015] In some implementations, determining the state of the road surface where the vehicle is currently traveling based on the target sound pressure information of a preset frequency band in the spectral response information includes:

[0016] If the target sound pressure information meets the first preset sound pressure condition, the road surface on which the vehicle is currently traveling is determined to be the dry road surface; and / or

[0017] If the target sound pressure information meets the second preset sound pressure condition, the road surface on which the vehicle is currently traveling is determined to be the slippery road surface.

[0018] Thus, the embodiments of this application, based on the relationship between the target sound pressure information and the preset sound pressure conditions, enable the vehicle to determine the current road surface condition simply and efficiently.

[0019] In some implementations, acquiring the wheel state signal includes:

[0020] The wheel state signal is determined based on the acceleration signal, wherein the acceleration signal is obtained from an accelerometer installed in the tire of the vehicle.

[0021] Thus, the embodiments of this application, based on accelerometers installed inside the vehicle, enable the acquisition of wheel status signals and tire vibration signals to be unaffected by external mud or rainwater to a certain extent, thereby allowing the wheel status signals and tire vibration signals to be robustly acquired.

[0022] In some implementations, determining the state of the road surface where the vehicle is currently traveling based on spectrum information includes:

[0023] Based on the wheel state signal of each tire of the vehicle, determine the spectral information corresponding to each tire;

[0024] The state of the road surface on which the vehicle is currently traveling is determined based on the spectral information corresponding to each tire.

[0025] Thus, the implementation of this application enables the current road surface state to be determined by the wheel state signal of each tire, thereby providing effective data support for the current road surface state detection results and ensuring high reliability of the state detection results.

[0026] In some embodiments, the method further includes:

[0027] The tire vibration signal is subjected to preset signal noise reduction processing to obtain the corrected signal;

[0028] The spectral information is determined based on the corrected signal.

[0029] Thus, the embodiments of this application are based on preset signal noise reduction processing of tire vibration signals, so that the spectrum information is obtained from the corrected signal, that is, the tire vibration signal after noise reduction processing. As a result, the reliability of the spectrum information is high, and the accuracy of the road surface condition detection results obtained through the spectrum information is high.

[0030] This application provides a detection device, including:

[0031] A transceiver unit is used to acquire wheel status signals, wherein the wheel status signals include tire vibration signals;

[0032] The processing unit is used to determine the current road surface condition of the vehicle based on the spectrum information, wherein the spectrum characteristics are determined based on the tire vibration signal, and the road surface condition includes dry road surface and wet road surface.

[0033] This application provides an electronic device including a memory and a processor. The memory stores a computer program, which, when executed by the processor, implements the above-described method for detecting road surface conditions.

[0034] This application provides a vehicle, including a body;

[0035] The vehicle body is equipped with the aforementioned detection device or the aforementioned electronic device.

[0036] This application provides a computer-readable storage medium storing a computer program that, when executed by one or more processors, implements the above-described method for detecting road surface conditions.

[0037] The detection device, electronic device, and computer-readable storage medium of this application enable a vehicle to determine the current road surface condition by means of tire vibration signals, which are included in the wheel state signals. Compared to schemes that determine the road surface condition based on sound signals collected by a microphone, this method allows for accurate collection of tire vibration signals even when the signal acquisition unit corresponding to the tire vibration signal is covered by objects such as mud or rainwater. This enables the vehicle to reliably detect the current road surface condition based on the tire vibration signals. Furthermore, since both tire sound signals and tire vibration signals reflect the friction between the wheel and the road surface—or, in other words, reflect the type of road surface the vehicle is rubbing against—the reliability of determining the current road surface condition using tire vibration signals is ensured.

[0038] Additional aspects and advantages of embodiments 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 embodiments of this application. Attached Figure Description

[0039] 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, wherein:

[0040] Figure 1 This is a flowchart illustrating a method for detecting road surface conditions in certain embodiments of this application;

[0041] Figure 2 This is a schematic diagram of the spectral response in some embodiments of this application;

[0042] Figure 3 This is a schematic diagram of a vehicle in some embodiments of this application;

[0043] Figure 4 This is a schematic diagram of a vehicle in some embodiments of this application;

[0044] Figure 5 This is a flowchart illustrating a method for detecting road surface conditions in certain embodiments of this application;

[0045] Figure 6 This is a flowchart illustrating a method for detecting road surface conditions in certain embodiments of this application;

[0046] Figure 7 This is a flowchart illustrating a method for detecting road surface conditions in certain embodiments of this application. Detailed Implementation

[0047] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of this application, and should not be construed as limiting the embodiments of this application.

[0048] When a vehicle travels on different types of road surfaces, such as waterlogged roads, sandy roads, asphalt roads, and concrete roads, the vehicle's driving (or operating) conditions will differ due to the different road surfaces. For example, compared to concrete roads, when a vehicle travels on icy or snowy roads, the tire grip is weaker and the braking distance is longer.

[0049] Therefore, in order to provide the same or similar driving experience to users in the vehicle when driving on different road surfaces, some vehicles can also identify the type of road surface they are driving on and can change the operating logic of the vehicle's components accordingly (or change the vehicle's operating mode accordingly). For example, when driving on a flooded road, the vehicle's maximum speed is limited to a preset speed to avoid excessive braking distance due to excessive speed and slippery road surface. As a result, the safety of the vehicle and the safety of the users in the vehicle can be guaranteed when driving on different types of road surfaces.

[0050] Furthermore, for the identification or detection of the road surface, a common method is to install sound acquisition units such as electret condenser microphones or piezoelectric microphones on the mudguards corresponding to the wheels. This allows the vehicle to perform corresponding spectrum analysis on the sound signals generated by the friction between the wheels and the road surface, which are then collected by the sound acquisition units. The vehicle then determines the road surface it is traveling on based on the spectrum analysis results. It is understandable that the sound signals generated by the friction between the wheels and different types of road surfaces have different characteristics. For example, the intensity of the sound generated when the wheels rub against a wet asphalt surface is higher than that when the wheels rub against a dry asphalt surface.

[0051] However, when vehicles are in motion, mud and rainwater may adhere to the mudguards, potentially covering the sound acquisition unit. This obstructs the sound signals the unit needs to capture, making it impossible for the output signal to accurately represent the friction between the wheels and the road surface. Furthermore, electret condenser microphones and piezoelectric microphones have high environmental requirements and inherently produce significant noise in their output signals.

[0052] As a result, the reliability of the road surface detection results cannot be guaranteed when the vehicle detects the type of road surface based on the sound signals output by the sound acquisition unit.

[0053] For the issues mentioned above, please refer to [link / reference]. Figure 1 This application provides a method for detecting road surface condition, including:

[0054] 01: Acquire wheel status signals, which include tire vibration signals;

[0055] 02: Determine the current road surface condition based on the spectrum information. The spectrum information is determined based on the tire vibration signal, and the road surface condition includes dry road surface and wet road surface.

[0056] This application provides a detection device. The road surface condition detection method of this application can be implemented by the detection device of this application. Specifically, the detection device includes a transceiver unit and a processing unit. The transceiver unit is used to acquire wheel state signals, wherein the wheel state signals include tire vibration signals. The processing unit is used to determine the current road surface condition based on spectrum information, wherein the spectrum information is determined based on the tire vibration signals, and the road surface condition includes dry road surface and wet / slippery road surface.

[0057] This application also provides an electronic device, which includes a memory and a processor. The vehicle position determination method of this application can be implemented by the electronic device of this application. Specifically, the memory stores a computer program, and the processor is used to acquire wheel state signals, wherein the wheel state signals include tire vibration signals. The processor is also used to determine the state of the road surface on which the vehicle is currently traveling, based on spectrum information, wherein the spectrum information is determined based on the tire vibration signals, and the road surface state includes dry road surface and wet / slippery road surface.

[0058] In other words, the vehicle of this application embodiment can collect tire vibration signals during driving to determine the wheel state, i.e., obtain a wheel state signal. Upon obtaining the wheel state signal or tire vibration signal, the vehicle can determine the state of the road surface on which the wheel rubs against the road surface, i.e., by performing spectral analysis on the tire vibration signal to determine parameters such as amplitude, power, intensity, or phase, based on spectral information, thereby determining the state of the road surface on which the vehicle is currently driving.

[0059] It is understood that the wheel state signal in the embodiments of this application can be understood as a combination of one or more signals used to describe the wheel state. In some embodiments, the wheel state signal includes, in addition to the aforementioned tire vibration signal, wheel speed signal collected by a wheel speed sensor and tire temperature signal detected by a temperature sensor.

[0060] It is also understood that the tire vibration signal in the embodiments of this application can be obtained by a vibration sensor.

[0061] Furthermore, it's understandable that vibration sensors are less sensitive to environmental conditions compared to sound acquisition units. Also, unless the internal vibration pickup components of the vibration sensor are damaged, even when covered by objects like mud or rainwater, the covered vibration sensor can still accurately acquire tire vibration signals. Therefore, vibration sensors offer higher reliability and robustness compared to sound acquisition units. Consequently, vibration signals are more reliable than sound signals.

[0062] Furthermore, it's generally understood that sound is a sound wave produced by the vibration of objects. Therefore, the sound produced by the friction between a wheel and the road surface can be understood as the sound wave generated by the wheel itself vibrating due to friction with the ground.

[0063] Furthermore, the tire vibration signal obtained by the embodiments of this application and the tire sound signal collected by the sound acquisition unit in the related technology can both correspond to the tire vibration. Therefore, if the tire vibration signal is subjected to spectrum analysis to obtain the first analysis result and the sound signal is subjected to spectrum analysis to obtain the second analysis result, the first analysis result and the second analysis result may correspond to each other. In other words, both the first analysis result and the second analysis result can reflect the vibration phenomenon of the tire driving on different road surfaces.

[0064] Therefore, the embodiments of this application are based on the spectral information determined by the tire vibration signal, that is, the analysis results obtained by performing spectral analysis on the tire vibration signal, to detect the state (or type) of the road surface on which the vehicle is currently traveling, thereby determining the type of road surface the vehicle is rubbing against, or in other words, whether the spectral information corresponds to a dry road surface or a wet road surface.

[0065] In summary, the embodiments of this application enable a vehicle to determine the current road surface condition by means of tire vibration signals included in the wheel state signals. Compared to schemes that determine the road surface condition based on sound signals collected by microphones, this method allows for accurate collection of tire vibration signals even when the signal acquisition unit corresponding to the tire vibration signal is covered by objects such as mud and rainwater. This allows the vehicle to reliably detect the current road surface condition based on the tire vibration signals. Furthermore, since both tire sound signals and tire vibration signals reflect the friction between the wheel and the road surface—or, in other words, reflect the type of road surface the vehicle is rubbing against—the reliability of the determined road surface condition is ensured when using tire vibration signals to determine the current road surface condition.

[0066] Furthermore, it is understood that steps 01-02 of the embodiments of this application can also be performed by remote electronic devices (such as servers and edge gateways). Specifically, the remote electronic devices acquire the wheel status signals of the vehicle, detect the type of road surface on which the vehicle is currently traveling to generate a road surface type detection result, and then feed the road surface type detection result back to the vehicle so that the vehicle knows the current road surface and can perform corresponding control operations.

[0067] In contrast, when steps 01-02 of the embodiments of this application are executed by the vehicle, or in other words, by one or more controllers in the vehicle, the controller can acquire wheel status signals according to the signal acquisition unit in the vehicle, and then detect the status of the road surface on which the vehicle is currently traveling based on the spectrum information determined by the tire vibration signals.

[0068] Furthermore, steps 01-02 of the embodiments described above can also be performed jointly by a remote electronic device and a vehicle. Specifically, after acquiring or collecting wheel status signals, the vehicle sends the wheel status signals to a remote electronic device. Upon receiving the wheel status signals, the remote electronic device invokes a preset model, function, or functional module to perform corresponding spectral analysis on the wheel status signals to generate spectral information. Then, the remote electronic device sends the spectral information to the vehicle. Based on the received spectral information, the vehicle performs preset detection operations to determine the current state of the road surface on which the vehicle is driving.

[0069] In some embodiments of this application, step 02 includes:

[0070] Based on the spectrum response information, determine the current road surface condition of the vehicle.

[0071] The processing unit in this embodiment is also used to determine the state of the road surface on which the vehicle is currently traveling based on the spectrum response information.

[0072] The processor in this embodiment is also used to determine the state of the road surface on which the vehicle is currently traveling based on the spectral response information.

[0073] In other words, the vehicle in this embodiment will perform spectral response processing (or frequency response processing) on ​​the collected tire vibration signals to obtain spectral response information. Therefore, the spectral analysis processing in this embodiment can be understood as spectral response processing, and the spectral information can be understood as spectral response information.

[0074] Furthermore, the spectral response information in the embodiments of this application can be understood as the amplitude, sound pressure, and phase of the tire vibration signal across the entire frequency band. Therefore, in some embodiments of this application, the spectral response information can be understood as a spectral response diagram (or frequency response diagram) of the tire vibration signal, and the horizontal axis of the spectral response diagram represents the frequency band (or frequency), while the vertical axis represents the amplitude, sound pressure, and phase.

[0075] Therefore, the embodiments of this application can determine the type of road surface the wheel is rubbing against based on the spectral response information of the tire signal, that is, based on the characteristics of the tire vibration signal in the frequency band, such as amplitude, sound pressure and phase.

[0076] It is understandable that the specific process of determining the state of the driving road surface based on the spectral response information is customizable according to actual conditions. For example, in some embodiments, the specific process of determining the state of the driving road surface based on the spectral response information may include: First, determining first target spectral response information based on the tire vibration signal when the vehicle is driving on a dry road surface; then, determining second target spectral response information based on the tire vibration signal when the vehicle is driving on a wet road surface. Next, when the vehicle is driving on an unknown road surface, determining the current spectral response information based on the tire vibration signal. Finally, if the current spectral response information matches the first target spectral response information, the unknown road surface is determined to be a dry road surface; if it matches the second target spectral response information, the unknown road surface is determined to be a wet road surface.

[0077] Thus, the implementation of this application enables the determination of the current road surface state of the vehicle based on spectral response information, that is, based on information such as the amplitude, sound pressure and phase of the tire vibration signal in the frequency band, thereby accurately determining the current road surface state.

[0078] In some embodiments of this application, determining the state of the road surface where the vehicle is currently traveling based on spectral response information includes:

[0079] The state of the road surface on which the vehicle is currently traveling is determined based on the target sound pressure information of the preset frequency band in the spectrum response information.

[0080] The processing unit in this embodiment is also used to determine the state of the road surface on which the vehicle is currently traveling based on the target sound pressure information of the preset frequency band in the spectrum response information.

[0081] The processor in this embodiment is also used to determine the state of the road surface on which the vehicle is currently traveling based on the target sound pressure information of a preset frequency band in the spectrum response information.

[0082] In other words, the spectral response information of this application's embodiments can be used to describe the sound pressure of vibration signals at different frequencies. Furthermore, because the inventors of this application have experimentally verified that the spectral response information corresponding to tire vibration signals when a vehicle is driving on a dry road surface differs significantly in sound pressure within a preset frequency band from the spectral response information corresponding to tire vibration signals when a vehicle is driving on a wet road surface, this application's embodiments detect the state of the road surface the vehicle is currently traveling on based on the target sound pressure information of the preset frequency band in the spectral response information, thereby determining whether the vehicle is driving on a wet or dry road surface.

[0083] For a clearer illustration of the implementation methods of this application, please refer to [link / reference]. Figure 2 , Figure 2 This is a schematic diagram of the spectral response in some embodiments of this application. It should be noted that... Figure 2The diagram shows four curves: curve 10, curve 20, curve 11, and curve 21. Curve 10 corresponds to the spectral response of the vehicle at a first speed on a dry road surface; curve 20 corresponds to the spectral response of the vehicle at a first speed on a wet road surface; curve 11 corresponds to the spectral response of the vehicle at a second speed on a dry road surface; and curve 21 corresponds to the spectral response of the vehicle at a second speed on a wet road surface. The first speed is higher than the second speed.

[0084] Furthermore, according to Figure 2 As shown, in the frequency band from 800Hz to 6kHz, the sound pressure difference (i.e., vertical axis difference) between the first curve 10 and the second curve 20 is obvious, and the sound pressure difference (i.e., vertical axis difference) between the third curve 11 and the fourth curve 21 is also obvious.

[0085] Therefore, due to the significant difference in sound intensity between 800Hz and 6kHz, the preset frequency band is 800Hz to 6kHz in some embodiments. However, it is understood that the 800Hz to 6kHz frequency band is only one feasible approach, and the preset frequency band of the embodiments of this application can be set to other situations according to actual circumstances.

[0086] Thus, the embodiments of this application can be based on the prior knowledge that there are differences in the target sound intensity information of tire vibration signals in a preset frequency band under dry and wet road conditions, so that the vehicle can determine the current road condition based on the target sound intensity information of the tire vibration signal in the preset frequency band, thereby efficiently determining the current road condition.

[0087] In some embodiments of this application, determining the current road surface state based on the target sound pressure information of a preset frequency band in the spectral response information includes:

[0088] If the target sound pressure information meets the first preset sound pressure condition, determine that the road surface on which the vehicle is currently traveling is a dry road surface; and / or

[0089] If the target sound pressure information meets the second preset sound pressure condition, the road surface on which the vehicle is currently traveling is determined to be a slippery road surface.

[0090] The processing unit in this application embodiment is further configured to determine that the road surface on which the vehicle is currently traveling is a dry road surface when the target sound pressure information meets the first preset condition; and / or to determine that the road surface on which the vehicle is currently traveling is a wet road surface when the target sound pressure information meets the second preset condition.

[0091] The processor in this application embodiment is further configured to determine that the road surface on which the vehicle is currently traveling is a dry road surface when the target sound pressure information meets a first preset condition; and / or to determine that the road surface on which the vehicle is currently traveling is a wet road surface when the target sound pressure information meets a second preset condition.

[0092] In other words, the vehicle in this embodiment can determine whether the target sound pressure information is generated because the vehicle is driving on a dry road or on a wet road based on the relationship between the target sound pressure information and the preset sound pressure conditions. That is, if the target sound pressure information meets the first preset sound pressure condition, it means that the target sound pressure information is generated because the vehicle is driving on a dry road, and if the target sound pressure information meets the second preset sound pressure condition, it means that the target sound pressure information is generated because the vehicle is driving on a wet road.

[0093] It is understood that the first preset sound pressure condition and the second preset sound pressure condition in the embodiments of this application are both settings that can be adjusted according to actual conditions.

[0094] Exemplary, in some embodiments, the vehicle pre-stores tire vibration information corresponding to different vehicle speeds while driving on a dry road surface, and first sound pressure information in a preset frequency band (e.g., Figure 2 The first curve 10 and the third curve 11), and the second sound pressure information (such as the tire vibration information corresponding to different vehicle speeds when the vehicle is driving on a wet and slippery road surface) stored in a preset frequency band. Figure 2 (The second curve 20 and the fourth curve 21). Furthermore, during driving, the vehicle can determine the first sound pressure information and the second sound pressure information relative to the current vehicle speed based on the current vehicle speed, and use the first sound pressure information as the first preset sound pressure condition, and determine the second sound pressure information as the second preset sound pressure condition.

[0095] Furthermore, when the vehicle is traveling at its current speed on a road surface of unknown condition, the target sound pressure information is determined based on tire condition signals. Then, it is determined whether the target sound pressure information matches the first sound pressure information, that is, whether the target sound pressure information meets the first preset sound pressure condition. Simultaneously, it is determined whether the target sound pressure information matches the second sound pressure information, that is, whether the target sound pressure information meets the second preset sound pressure condition. If the first preset sound pressure condition is met, the vehicle is considered to be traveling on a dry road surface; if the second preset sound pressure condition is met, the vehicle is considered to be traveling on a wet road surface.

[0096] Thus, the embodiments of this application, based on the relationship between the target sound pressure information and the preset sound pressure conditions, enable the vehicle to determine the current road surface condition simply and efficiently.

[0097] In some embodiments of this application, step 01 includes:

[0098] The wheel state signal is determined based on the acceleration signal, which is obtained from the accelerometer installed in the tire of the vehicle.

[0099] The processing unit in this application embodiment is further configured to determine a wheel state signal based on an acceleration signal, wherein the acceleration signal is obtained from an accelerometer installed in the tires of the vehicle.

[0100] The processor in this embodiment is further configured to determine a wheel state signal based on an acceleration signal, wherein the acceleration signal is obtained from an accelerometer installed in the tires of the vehicle.

[0101] That is, an accelerometer is also installed inside the wheel in the embodiment of this application. Therefore, during vehicle operation, the vehicle can determine the vibration acceleration, i.e., the tire acceleration, based on the acceleration signal transmitted by the accelerometer, and thus obtain the wheel state signal.

[0102] It is understood that because the accelerometer in this embodiment is installed inside the closed wheel, the accelerometer is less affected by the external environment. In other words, because it cannot be covered by rainwater or mud, the accelerometer can operate stably and the acceleration signal can be collected stably.

[0103] It is also understandable that the specific installation location of the accelerometer can be set according to the actual situation. For example, in some embodiments, the accelerometer is installed on the inner steel of the tire.

[0104] For a clearer illustration of the implementation methods of this application, please refer to [link / reference]. Figure 3 and Figure 4 , Figure 3 and Figure 4 These are schematic diagrams of vehicles in certain embodiments of this application.

[0105] In such Figure 3 In the illustrated embodiment, a first accelerometer 30 is installed in the left front wheel of the vehicle, and a second accelerometer 31 is installed in the left rear wheel. Both the first accelerometer 30 and the second accelerometer 31 are connected to a second controller connection 41 within the vehicle. Therefore, after the second controller connection 41 receives acceleration signals through the first accelerometer 30 and / or the second accelerometer 31, it can obtain wheel state signals or tire vibration signals. Subsequently, the tire vibration signals can be processed by spectrum analysis to obtain spectrum information, and then the direction along the wheel can be determined based on the spectrum information. Figure 3 When traveling in the direction indicated by the middle arrow, the current road surface 50 is in a certain state.

[0106] like Figure 4In the illustrated embodiment, the vehicle of this application includes, in addition to the aforementioned first accelerometer 30, second accelerometer 31, first controller 40, second controller 41, and third controller 42, a third accelerometer 32 installed on the right rear vehicle, a fourth accelerometer 33 installed on the right front vehicle, and a fourth controller 43. Furthermore, the acceleration signals collected by the first accelerometer 30 and the second accelerometer 31 can be transmitted to the second controller 41, causing the second controller 41 to output road surface condition detection results. Similarly, the acceleration signals collected by the third accelerometer 32 and the fourth accelerometer 33 can be transmitted to the fourth controller 43, causing the fourth controller 43 to output road surface condition detection results.

[0107] It should be noted that, as Figure 3 and Figure 4 As shown, the number of accelerometers in the embodiments of this application, and the connection relationship between the accelerometers and other devices in the vehicle, are all settings that can be adjusted according to actual conditions.

[0108] For example, in some implementations, an accelerometer is installed in each vehicle to ensure accurate and reliable acquisition of acceleration signals. Furthermore, even if one accelerometer fails, the vehicle can still acquire acceleration signals through the remaining accelerometers, ensuring robust acquisition of acceleration signals.

[0109] It should also be noted that, such as Figure 3 or Figure 4 In some of the embodiments shown, the accelerometer can communicate with the in-vehicle network via a master-slave network mode, thereby connecting to the various controllers.

[0110] Furthermore, in some embodiments of road condition detection based on acceleration signals collected by each accelerometer, since the accelerometers are mounted on the wheels and the vehicle's driving process is complex and variable, the vertical height of each accelerometer relative to the road surface is different, resulting in differences in the timing of different acceleration signals. In other words, the timing of the acceleration signals received by the controller is different. Therefore, the accelerometer in the embodiments of this application can be equipped with a time-division multiplexing (TDM) function so that each acceleration signal can be synchronized in the time domain.

[0111] Furthermore, it is understood that the specific model and construction of the accelerometer can be set according to actual circumstances. For example, in some embodiments, the accelerometer of this application is a microelectronic system (MEMS) sensor.

[0112] Furthermore, in some embodiments where the accelerometer is a sensor for a microelectronic system, the accelerometer's acceleration measurement range can be set to [-16g, +16g], the acceleration signal update frequency can be set to 8kHz, the operating current can be set to 27.10mA, the minimum operating temperature can be set to -40℃, the maximum operating temperature can be set to 105℃, the accuracy can be set to 16bit, the sensitivity accuracy of the horizontal coordinate (or X-axis coordinate) and the vertical coordinate (or Y-axis coordinate) can both be set to 95%, the sensitivity accuracy of the height coordinate (or Z-axis coordinate) can be set to 90%, the nonlinearity error of the horizontal and vertical coordinates can both be set to 0.5FS (Full Scale), the nonlinearity error of the height coordinate can be set to 1.5%FS or -0.5%FS, the bandwidth can be set to 1kHz, the noise density can be set to 60ug / sqrt(Hz), and the THD (Total Harmonic Distortion) can be set to %1THD+N.

[0113] Thus, the embodiment of this application, based on an accelerometer installed inside the vehicle, minimizes interference from external mud or rainwater in the acquisition of wheel status signals and tire vibration signals, thereby enabling robust acquisition of wheel status signals and tire vibration signals.

[0114] Furthermore, it should be noted that the specific structure of the controller in the embodiments of this application can be configured according to actual conditions. For example, in some embodiments, since the vehicle is configured according to a domain-based electronic and electrical architecture, the controller in the embodiments of this application can be understood as a domain controller for controlling all electrical devices within a specific area.

[0115] Furthermore, in the vehicle's controller, such as Figure 3 or Figure 4 As shown, in some embodiments where the controller inside the vehicle is a domain controller, the first domain controller is the front domain controller, the second domain controller is the left domain controller, the third domain controller is the rear domain controller, and the fourth domain controller is the right domain controller.

[0116] Furthermore, in other embodiments, since the vehicle is based on a cross-domain converged electronic and electrical architecture, the controller in the embodiments of this application can be understood as a domain controller (or central computing unit) for controlling all electrical devices in all areas of the vehicle.

[0117] It is understood that in the case where the first to fourth controllers in the embodiments of this application are domain controllers, or where the first to fourth controllers are actually a central computing unit, the computing power of the domain controller or the central computing unit is higher than that of a general ECU (Electronic Control Unit), and thus, the vehicle can quickly determine the driving road conditions through the domain controller.

[0118] Please see Figure 5 In some embodiments of this application, step 02 includes:

[0119] 020: Determine the spectral information corresponding to each tire based on the wheel status signal of each tire of the vehicle;

[0120] 021: Determine the current road surface condition based on the spectrum information corresponding to each tire.

[0121] The processing unit in this embodiment is further configured to determine the spectral information corresponding to each tire based on the wheel state signal of each tire of the vehicle; and to determine the state of the road surface on which the vehicle is currently traveling based on the spectral information corresponding to each tire.

[0122] The processor in this embodiment is further configured to determine the spectral information corresponding to each tire based on the wheel state signal of each tire of the vehicle; and to determine the state of the road surface on which the vehicle is currently traveling based on the spectral information corresponding to each tire.

[0123] In other words, the vehicle described in this application can collect wheel state signals (or tire vibration signals) for each vehicle. Furthermore, the vehicle can perform spectral analysis on the tire vibration signals of each tire based on the wheel state signals (or tire vibration signals) of each tire, thereby obtaining the spectral information corresponding to each tire. Thus, the vehicle can determine the current road surface condition based on the spectral information of each tire.

[0124] To more clearly illustrate the implementation methods of this application, please refer again. Figure 4 That is, each tire of the vehicle in this embodiment can be equipped with an accelerometer for collecting wheel state signals (or tire vibration signals), and the vehicle can then determine the current road surface state based on the wheel state signals (or tire vibration signals) of each tire.

[0125] Optional, in such Figure 4In some embodiments shown, the process of determining the current road surface state based on the wheel state signal (or tire vibration signal) of each wheel may include: the second controller 41 performs spectrum analysis to obtain spectrum information based on the first acceleration signal (corresponding to the wheel state signal or tire vibration signal) collected by the first accelerometer 30, and determines the first road surface detection result corresponding to the first acceleration signal based on the spectrum information. Similarly, the second controller 41 determines the second road surface detection result based on the second acceleration signal collected by the second accelerometer 31, the fourth controller 43 determines the third road surface detection result based on the third acceleration signal collected by the third accelerometer 32, and the fourth controller 43 determines the fourth road surface detection result based on the fourth acceleration signal collected by the fourth accelerometer 33. Finally, any one of the first to fourth controllers determines the road surface state based on the first to fourth road surface detection results. For example, if three of the first to fourth road surface detection results are wet and slippery, and only one road surface detection result is dry, the final determined road surface state will be wet and slippery.

[0126] In such Figure 4 In other embodiments shown, all four accelerometers are connected to the in-vehicle network, and each accelerometer is equipped with time-division multiplexing (TDM) functionality. In other words, the acceleration signals collected by each accelerometer are synchronized in the time domain. Therefore, the vehicle in this embodiment can fuse (or superimpose) the spectral information corresponding to the acceleration signals of each tire (corresponding to wheel state signals or tire vibration signals) based on the time-domain synchronized acceleration signals, and then determine the current road surface state based on the superimposed spectral information.

[0127] For details of other implementations, please refer to [reference needed]. Figure 6 , Figure 6 This diagram illustrates a road surface condition detection method in certain embodiments of this application. Specifically, each controller in this embodiment acquires an acceleration signal from an in-tire accelerometer, and each controller determines the corresponding road surface condition detection result based on the acceleration signal. Finally, the final detection result is output based on all road surface condition detection results. For example, if three of the first to fourth road surface detection results indicate a wet / slippery road surface, and only one result indicates a dry road surface, the final determined road surface condition will be a wet / slippery road surface.

[0128] Thus, the implementation of this application enables the current road surface state to be determined by the wheel state signal of each tire, thereby providing effective data support for the current road surface state detection results and ensuring high reliability of the state detection results.

[0129] In addition, it should be noted that, Figure 3 , Figure 4 and Figure 6 The connection between the accelerometer and the controller shown is only an example. In the embodiments of this application, the connection between the accelerometer and the controller can be set according to the actual situation.

[0130] For details of certain embodiments of this application, please refer to [the relevant documentation]. Figure 6 In other words, when the current road surface is slippery, the vehicle will adjust its operating mode to limit its maximum speed and maximum steering angle, etc., to prevent the vehicle from losing control due to slippery road conditions, excessive speed, or excessive steering angle, thus ensuring vehicle safety. And / or, the vehicle may play preset warning signals to inform the occupants that the road surface is slippery.

[0131] In some embodiments of this application, please refer to Figure 7 The detection methods also include:

[0132] 03: Perform preset signal noise reduction processing on the tire vibration signal to obtain the corrected signal;

[0133] 04: Determine the spectral information based on the corrected signal.

[0134] The processing unit in this embodiment is further configured to perform preset signal noise reduction processing and preset signal amplification processing on the tire vibration signal to obtain a corrected signal; and determine the spectrum information based on the corrected signal.

[0135] In this embodiment, the processor is further configured to perform preset signal noise reduction processing and preset signal amplification processing on the tire vibration signal to obtain a corrected signal; and determine the spectrum information based on the corrected signal.

[0136] In other words, to improve the quality of the spectral information, the embodiment of this application modifies the tire vibration signal during the process of obtaining spectral information from the tire vibration signal. Specifically, it performs preset signal noise reduction processing on the tire vibration signal to obtain a modified signal. Then, spectral analysis is performed on the modified signal to obtain the spectral information.

[0137] It is understandable that the preset signal noise reduction processing is a setting that can be configured according to the actual situation. For example, in some implementations, the preset signal noise reduction processing includes operational amplifier amplification processing, bandpass filtering processing, differential amplification processing, common-mode digital-to-analog conversion processing, voltage conversion processing, bias circuit amplification processing, etc.

[0138] It is also understandable that the preset signal noise reduction processing can be achieved based on electronic circuits or electronic chips pre-installed in the vehicle.

[0139] Thus, the embodiments of this application are based on preset signal noise reduction processing of tire vibration signals, so that the spectrum information is obtained from the corrected signal, that is, the tire vibration signal after noise reduction processing. As a result, the reliability of the spectrum information is high, and the accuracy of the road surface condition detection results obtained through the spectrum information is high.

[0140] This application also provides a vehicle, which includes a vehicle body. The vehicle body is equipped with the aforementioned detection device or the aforementioned electronic device.

[0141] This application also provides a computer-readable storage medium containing a computer program. When the computer program is executed by one or more processors, the one or more processors perform the road surface condition detection method of this application.

[0142] In the description of this specification, the references to terms such as "some embodiments," "in one example," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0143] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0144] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for detecting road surface condition, characterized in that, include: Acquire wheel status signals, wherein the wheel status signals include tire vibration signals; Based on the spectrum information, the current road surface condition of the vehicle is determined, wherein the spectrum information is determined based on the tire vibration signal, and the road surface condition includes dry road surface and wet road surface; Determining the current road surface status based on spectrum information includes: The state of the road surface on which the vehicle is currently traveling is determined based on the spectrum response information; Determining the current road surface state based on the spectral response information includes: The state of the road surface on which the vehicle is currently traveling is determined based on the target sound pressure information of the preset frequency band in the spectrum response information; Determining the current road surface state of the vehicle based on the target sound pressure information of the preset frequency band in the spectrum response information includes: If the target sound pressure information meets the first preset sound pressure condition, the road surface on which the vehicle is currently traveling is determined to be the dry road surface; and / or If the target sound pressure information meets the second preset sound pressure condition, the road surface on which the vehicle is currently traveling is determined to be the slippery road surface.

2. The method according to claim 1, characterized in that, The acquisition of wheel status signals includes: The wheel state signal is determined based on the acceleration signal, wherein the acceleration signal is obtained from an accelerometer installed in the tire of the vehicle.

3. The method according to claim 1, characterized in that, Determining the current road surface status based on spectrum information includes: Based on the wheel state signal of each tire of the vehicle, determine the spectral information corresponding to each tire; The state of the road surface on which the vehicle is currently traveling is determined based on the spectral information corresponding to each tire.

4. The method according to claim 1, characterized in that, The method further includes: The tire vibration signal is subjected to preset signal noise reduction processing to obtain the corrected signal; The spectral information is determined based on the corrected signal.

5. A detection device, characterized in that, include: A transceiver unit is used to acquire wheel status signals, wherein the wheel status signals include tire vibration signals; The processing unit is used to determine the current road surface condition of the vehicle based on the spectrum information, wherein the spectrum characteristics are determined based on the tire vibration signal, and the road surface condition includes dry road surface and wet road surface; Determining the current road surface status based on spectrum information includes: The state of the road surface on which the vehicle is currently traveling is determined based on the spectrum response information; Determining the current road surface state based on the spectral response information includes: The state of the road surface on which the vehicle is currently traveling is determined based on the target sound pressure information of the preset frequency band in the spectrum response information; Determining the current road surface state of the vehicle based on the target sound pressure information of the preset frequency band in the spectrum response information includes: If the target sound pressure information meets the first preset sound pressure condition, the road surface on which the vehicle is currently traveling is determined to be the dry road surface; and / or If the target sound pressure information meets the second preset sound pressure condition, the road surface on which the vehicle is currently traveling is determined to be the slippery road surface.

6. An electronic device, characterized in that, The method includes a memory and a processor, wherein the memory stores a computer program, which, when executed by the processor, implements the method according to any one of claims 1-4.

7. A vehicle, characterized in that, Including the car body; The vehicle body is equipped with the detection device as described in claim 5 or the electronic device as described in claim 6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by one or more processors, implements the method of any one of claims 1-4.

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