Road surface type identification method and system, computing equipment and medium

Abstract

The invention relates to a road surface type identification method and system, computing equipment and a medium. The method comprises the following steps: acquiring angular jerk of each wheel of a vehicle in real time; wherein the angular jerk represents a first-order time derivative of the angular acceleration; based on the angular jerk of each wheel, whether the road surface where the vehicle is located is a split road surface or not is determined; if the road surface type is not the split road surface, whether the road surface where the vehicle is located is a uniform snow surface or not is determined based on the angular jerk of each wheel; if the road surface type is not the uniform snow surface, whether the road surface where the vehicle is located is a uniform ice surface or not is determined based on the angular jerk of each wheel; and if the road surface type is not the uniform ice surface, determining that the road surface where the vehicle is located is other road surfaces. According to the method, the road surface type of the vehicle can be accurately identified, and the accuracy of identifying the road surface type is improved.

Description

Background Art

[0002] The traction control system is one of the vehicle's safety control systems, which needs to ensure that the vehicle obtains the best driving performance on different road surfaces. Therefore, the type of road surface the vehicle is currently on has a certain impact on the strategy of the traction control system. If the type of road surface the vehicle is currently on is identified when the traction control system is started or during the process, the traction control strategy can have better control performance.

[0003] The existing technology usually obtains the wheel slip rate, compares the wheel slip rate with the wheel slip rate corresponding to the standard road surface under different adhesion coefficients, and selects the closest road surface type as the road surface where the current vehicle is located. However, this method has a low accuracy rate in identifying the road surface type.

[0004] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present application, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field. Summary of the invention

[0005] In order to overcome the problem of low accuracy in conventional road surface type identification, the present invention provides a road surface type identification method, system, computing device and medium.

[0006] In a first aspect, in order to solve the above technical problems, the present invention provides a road surface type identification method, comprising:

[0007] Acquire the angular acceleration of each wheel of the vehicle in real time; wherein the angular acceleration represents the first-order time derivative of the angular acceleration;

[0008] Determining whether the road surface on which the vehicle is located is a split road surface based on the angular acceleration of each wheel;

[0009] If the road type is not the split road, determining whether the road on which the vehicle is located is a uniform snow surface based on the angular acceleration of each wheel;

[0010] If the road surface type is neither the split road surface nor the uniform snow surface, determining whether the road surface on which the vehicle is located is a uniform ice surface based on the angular acceleration of each wheel;

[0011] If the road surface type is not the split road surface, not the uniform snow surface, and not the uniform ice surface, it is determined that the road surface on which the vehicle is located is other road surface.

[0012] In a second aspect, in order to solve the above technical problem, the present invention provides a road type recognition system, comprising:

[0013] An acquisition module, used for acquiring the angular acceleration of each wheel of the vehicle in real time; wherein the angular acceleration represents the first-order time derivative of the angular acceleration;

[0014] A first determination module, configured to determine whether the road surface on which the vehicle is located is a split road surface based on the angular acceleration of each wheel;

[0015] A second determination module is used to determine whether the road surface on which the vehicle is located is a uniform snow surface based on the angular acceleration of each wheel if the road surface type is not the split road surface;

[0016] a third determination module, configured to determine whether the road surface on which the vehicle is located is a uniform ice surface based on the angular acceleration of each wheel if the road surface type is not the split road surface and is not the uniform snow surface;

[0017] The fourth determination module is used to determine that the road surface on which the vehicle is located is other road surface if the road surface type is not the split road surface, not the uniform snow surface, and not the uniform ice surface.

[0018] In a third aspect, in order to solve the above-mentioned technical problem, the present invention provides a computing device, including a memory, a processor, and a program stored in the memory and running on the processor, and when the processor executes the program, the steps of a road surface type identification method as described above are implemented.

[0019] In a fourth aspect, in order to solve the above-mentioned technical problem, the present invention provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a terminal device, the terminal device executes the steps of a road surface type identification method as described above.

[0020] The beneficial effect of the present invention is that since the vehicle is affected by the adhesion coefficient of different types of road surfaces, the angular acceleration of each wheel will be different. Therefore, by acquiring the angular acceleration of each wheel of the vehicle in real time, and then based on the angular acceleration of each wheel, it is sequentially identified whether the road surface on which the vehicle is located is a split road surface, a uniform snow surface, a uniform ice surface, and other road surfaces, and the type of road surface can be identified one by one based on the influence of the road surface on which the vehicle is currently traveling, so that while the road surface type is identified based on the actual driving condition of the vehicle, it can also avoid the situation where the driving condition simultaneously meets multiple road surface types, so that the road surface type on which the vehicle is located can be accurately identified, and the accuracy of identifying the road surface type can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 A flow chart of a road surface type identification method provided by the present invention;

[0022] Figure 2A relationship diagram between the longitudinal force and slip rate of the wheel provided by the present invention;

[0023] Figure 3 A schematic diagram of a road surface on which a vehicle is located provided by the present invention;

[0024] Figure 4 A schematic structural diagram of a road surface type recognition system provided by the present invention. DETAILED DESCRIPTION

[0025] The principles and features of the present invention are described below. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0026] The principles and features of the present invention are described below. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0027] A road surface type recognition method, system, computing device and medium according to an embodiment of the present invention will be described below in conjunction with the accompanying drawings.

[0028] like Figure 1 As shown, a road surface type identification method provided by an embodiment of the present disclosure includes:

[0029] Step S11, obtaining the angular acceleration of each wheel of the vehicle in real time, wherein the angular jerk represents the first-order time derivative of the angular acceleration.

[0030] In some embodiments, the vehicle is a four-wheel drive vehicle, which includes two front wheels and two rear wheels, namely a left front wheel, a right front wheel, a left rear wheel and a right rear wheel.

[0031] Specifically, when a vehicle is traveling on different types of road surfaces, the actual adhesion coefficients corresponding to different types of road surfaces are different, which leads to differences in the corresponding tire forces. This results in different vehicle motion states during the vehicle's driving anti-skid control process, such as wheel angular acceleration, wheel angular acceleration, torque at the time of skidding, and wheel speed at the time of skidding. As shown in formula (1) (ignoring the rolling resistance of the wheel, etc.):

[0032]

[0033] Among them, J ω is the moment of inertia of the wheel, ω is the angular velocity of the wheel, is the wheel angular acceleration, T is the wheel driving torque, r is the wheel rolling radius, F x is the longitudinal friction of the current wheel. Since the corresponding friction F when the vehicle is on different road surfaces x There is a difference, so that under the same driving torque T, the wheel angular acceleration Different. Derivative of formula (1) yields:

[0034]

[0035] Within the unit time Δt, the change in torque is ΔT (i.e. ). From formula (2), we can see that when the torque increases (i.e. When the vehicle is traveling on different types of roads, the angular acceleration of its wheels is There will also be different rates. In other words, under the same torque increment, different road types will cause different wheel angular accelerations, and the generated angular accelerations and corresponding wheel speeds when the wheels slip will also be different. Therefore, combined with the vehicle's driving state (when the vehicle accelerates, the axle load moves backward), the road type is identified based on the front and rear axle wheel torques, wheel angular accelerations, and the maximum wheel speed when the wheels slip.

[0036] For ease of understanding, combined Figure 2 As shown, this embodiment takes an icy and snowy road (the ice adhesion coefficient is 0.2, and the snow adhesion coefficient is 0.4) as an example, and adopts the Dugoff tire force model (as shown in formula (3)), and analyzes its data characteristics as follows:

[0037]

[0038] Among them, C x is the longitudinal stiffness of the wheel, λ is the wheel slip rate, μ is the road adhesion coefficient, F Z is the wheel vertical force, C y is the wheel cornering stiffness, α is the wheel slip angle (approximately 0 in straight-ahead conditions such as drive anti-skid control). When the wheel driving force is too large and exceeds the road limit (i.e. traction control), the wheel slips, the slip rate is large, and the tire force is in the nonlinear and saturation zone. For details, see Figure 2 The right part of the middle vertical line. The tire force region where the slip rate is located corresponds to the Dugoff tire force model σ<1 region, and when the vehicle is driving in a straight line, the wheel slip angle α is small and can be ignored. Therefore, in the subsequent analysis, the Dugoff model is simplified to:

[0039]

[0040] Derivative of the tire force (Eq. (6)) yields

[0041]

[0042] Therefore, according to formula (2) and formula (7), we can get

[0043]

[0044] According to formula (8), when the torque increment (ΔT) is the same, the larger the road adhesion coefficient μ, the smaller the wheel angular acceleration generated by the same torque increment, and the slower the wheel slip. Substituting μ = 0.2 and 0.4 into formula (8), the corresponding wheel jerk generated by the icy and snowy road surface can be obtained as follows: Therefore, during the wheel slip control process, the angular acceleration based on the wheel can be used to identify the type of road surface the vehicle is currently on.

[0045] Step S12, based on the angular acceleration of each wheel, determine whether the road surface on which the vehicle is located is a split road surface. The split road surface indicates that the two sides of the road surface are a high adhesion coefficient road surface (also called a high adhesion side road surface) and a low adhesion coefficient road surface (also called a low adhesion side road surface).

[0046] When the vehicle is on an open road, it needs to build up brake pressure. However, there is a delay in building up the pressure, which will affect the timeliness of the traction control system's control of the vehicle. Therefore, by giving priority to determining whether the road the vehicle is on is an open road, the traction control system can control the vehicle in a timely manner when the vehicle is on an open road, thereby improving the vehicle's safety performance.

[0047] For ease of understanding, combined Figure 3 As shown, Figure 3 An embodiment of a road surface on which a vehicle is located is provided. Figure 3 In a, the vehicle is on an ice-snow road; Figure 3 In b, the vehicle is on an ice-asphalt road; Figure 3 In c, the vehicle is on a uniform snow surface; Figure 3 In d, the vehicle is on a uniform ice surface. It can be understood that the ice-snow road surface indicates that the two sides of the road surface are ice and snow respectively. The ice-asphalt road surface indicates that the two sides of the road surface are ice and asphalt respectively. The uniform snow surface indicates that both sides of the road surface are snow. The uniform ice surface indicates that both sides of the road surface are ice.

[0048] Step S13: If the road surface type is not a split road surface, then based on the angular acceleration of each wheel, determine whether the road surface on which the vehicle is located is a uniform snow surface, wherein a uniform snow surface indicates that both sides of the road surface are snowy.

[0049] When the vehicle is not on a split road, under the same torque, the wheel angular acceleration of the vehicle on the ice surface will be greater than the wheel angular acceleration of the vehicle on the snow surface. That is, the wheel angular acceleration threshold of the uniform snow surface will be lower than the wheel angular acceleration threshold of the uniform ice surface. Therefore, when the vehicle is driving on a uniform ice surface, the angular acceleration of its wheels reaches the uniform snow surface threshold first. At this time, by first determining whether the road surface on which the vehicle is located is a uniform snow surface, the interference of the uniform snow surface can be reduced, avoiding the situation where the wheel angular acceleration meets multiple road surface types at the same time, and improving the accuracy of identifying the road surface type.

[0050] Step S14: If the road surface type is not a split road surface and is not a uniform snow surface, then based on the angular acceleration of each wheel, determine whether the road surface on which the vehicle is located is a uniform ice surface. The uniform ice surface indicates that both sides of the road surface are ice surfaces.

[0051] In actual tests, when a vehicle is driving on a split road, the angular acceleration of its wheels may meet the requirements of both split road and uniform ice surface, thus affecting the accuracy of identifying the road type. Therefore, by first determining whether it is a split road, and then determining whether it is a uniform ice surface when it is not a split road, the interference of the uniform ice surface can be reduced and the accuracy of identifying the road type can be improved.

[0052] Step S15: If the road type is not an open road, a uniform snow surface, or a uniform ice surface, then the road type on which the vehicle is located is determined to be other road types, wherein other road types represent road types other than an open road, a uniform snow surface, or a uniform ice surface.

[0053] A road surface type identification method provided by an embodiment of the present disclosure is adopted. Since the vehicle is affected by the adhesion coefficient of different types of roads, the angular acceleration of each wheel will be different. Therefore, by acquiring the angular acceleration of each wheel of the vehicle in real time, and then based on the angular acceleration of each wheel, it is sequentially identified whether the road surface on which the vehicle is located is a split road surface, a uniform snow surface, a uniform ice surface, and other road surfaces. The road surface type can be identified one by one based on the influence of the road surface on which the vehicle is currently traveling. In this way, while the road surface type is identified based on the actual driving condition of the vehicle, it can also avoid the situation where the driving condition simultaneously meets multiple road surface types, so that the road surface type on which the vehicle is located can be accurately identified, and the accuracy of identifying the road surface type can be improved.

[0054] Preferably, real-time acquisition of the angular acceleration of each wheel of the vehicle includes: real-time acquisition of multiple angular velocities of each wheel of the vehicle within a preset time length; for each wheel, based on the preset time length and the multiple angular velocities, determining the real-time angular acceleration.

[0055] In this way, when the vehicle is traveling, by acquiring the angular velocity of each wheel in real time, the change of the angular velocity of each wheel within a preset time period is obtained, so that the corresponding angular velocity acceleration can be obtained.

[0056] Specifically, the angular acceleration of the wheel is obtained by performing a second derivative on the angular velocity of the wheel.

[0057] In some embodiments, the angular jerk is appropriately filtered to improve accuracy.

[0058] Preferably, based on the angular acceleration of each wheel, determining whether the road surface on which the vehicle is located is an open road surface includes: calculating the absolute value of the difference in angular acceleration of the two front wheels; if the absolute value of the difference is greater than or equal to an open road surface angular acceleration difference threshold, and the angular acceleration of the first target wheel satisfies a high lateral threshold condition, and the angular acceleration of the second target wheel satisfies a first ice surface threshold condition, then determining that the road surface on which the vehicle is located is an open road surface; wherein, the first target wheel is the front wheel with the smallest angular acceleration, and the second target wheel is the rear wheel on the same side as the first target wheel.

[0059] When a vehicle is traveling on an open road, the adhesion coefficients of the left and right wheels are different, resulting in different degrees of slippage of the left and right wheels, so there is a large difference in the angular acceleration of the two front wheels. When the vehicle is on an open road, the front wheels on the high-attachment road have less slippage or no slippage, and the skidding degree of the rear wheels on the high-attachment road is usually less than that of a uniform ice surface. Therefore, if the absolute value of the difference in angular acceleration between the two front wheels is greater than or equal to the open road angular acceleration difference threshold, and the angular acceleration of the front wheel with a smaller angular acceleration meets the high-attachment threshold condition, and the angular acceleration of the rear wheel on the same side as the front wheel with a smaller angular acceleration meets the first ice surface threshold, it can be determined that the road where the vehicle is located is an open road.

[0060] Specifically, the high attachment threshold condition indicates that the angular acceleration of the first target wheel is less than or equal to the high attachment threshold. The first ice surface threshold condition indicates that the angular acceleration of the second target wheel is less than or equal to the rear wheel ice surface threshold.

[0061] Specifically, the split road surface includes a left-low-right-high split road surface and a right-low-left-high left-open road surface; a road surface type identification method also includes: when the vehicle is on the split road surface, if the first target wheel is the right front wheel, then the split road surface is determined to be a left-low-right-high split road surface; if the first target wheel is the left front wheel, then the split road surface is determined to be a right-low-left-high split road surface. Among them, the left-low-right-high split road surface represents a split road surface with the left side road surface being a low-attached side road surface and the right side road surface being a high-attached side road surface. The right-low-left-high split road surface represents a split road surface with the right side road surface being a low-attached side road surface and the left side road surface being a high-attached side road surface.

[0062] When a vehicle is on an open road, the slip degree of its front wheel on a high attachment side road will be less than that of the front wheel on a low attachment side road. Therefore, if the angular acceleration of the right front wheel is less than that of the left front wheel, it means that the slip degree of the right front wheel is less than that of the left front wheel. That is, the right front wheel is the front wheel on a high attachment side road, and the left front wheel is the front wheel on a low attachment side road. At this time, the open road is a left-low and right-high open road. Similarly, if the angular jerk of the left front wheel is less than that of the right front wheel, it means that the slip degree of the left front wheel is less than that of the right front wheel. That is, the left front wheel is the front wheel on a high attachment side road, and the right front wheel is the front wheel on a low attachment side road. At this time, the open road is a right-low and left-high open road. In this way, when the open road is identified, by determining the first target front wheel, the specific type of the open road can be accurately identified, so that the traction control system performs safety control based on the specific open road type, thereby improving the safety performance of the vehicle.

[0063] Specifically, if and and It is determined to be a road with low left and high right; if and and It is determined to be a road with the right side lower and the left side higher. is the angular acceleration of the left front wheel, is the angular acceleration of the right front wheel, is the angular acceleration of the left rear wheel, is the angular acceleration of the right rear wheel. is the angular acceleration difference threshold for the open road surface, is the high side threshold, is the ice threshold of the rear wheels.

[0064] Preferably, based on the angular acceleration of each wheel, it is determined whether the road surface on which the vehicle is located is a uniform snow surface, including: if the absolute value of the difference is less than or equal to the uniform snow surface angular acceleration difference threshold, and the angular acceleration of each front wheel meets the ice and snow surface threshold condition, and the angular acceleration of each rear wheel meets the second ice surface threshold condition, then it is determined that the road surface on which the vehicle is located is a uniform snow surface.

[0065] When the vehicle is on a uniform snow surface, the snow surface is uneven and will melt to a certain extent, resulting in different degrees of wheel slip. However, since the two front wheels are both on the snow surface, the difference in their slip degrees will not be very large. Moreover, the snow surface has a higher degree of slip than ordinary roads with a slightly higher adhesion coefficient, but the slip degree is slightly lower than that of ice surfaces. In addition, the slip degree of the rear wheels of the vehicle on the snow surface is usually less than that on the ice surface. Therefore, if the absolute value of the difference in the angular acceleration of the two front wheels is less than or equal to the uniform snow surface angular acceleration difference threshold, and the angular accelerations of the two front wheels both meet the ice and snow surface threshold conditions, and the angular accelerations of each rear wheel meet the second ice surface threshold, it can be determined that the road surface on which the vehicle is located is a uniform snow surface.

[0066] Specifically, the ice and snow threshold condition indicates that the angular acceleration of the front wheels is less than or equal to the front wheel ice surface threshold and greater than the front wheel snow surface threshold; the second ice surface threshold condition indicates that the rear wheels are less than or equal to the rear wheel ice surface threshold.

[0067] Specifically, if and and and and It is determined that the road surface on which the vehicle is located is a uniform snow surface. is the uniform snow surface angle jerk difference threshold, is the ice surface threshold of the front wheels, is the snow surface threshold of the front wheels, Rear wheel ice threshold.

[0068] Preferably, determining whether the road surface on which the vehicle is located is a uniform ice surface based on the angular acceleration of each wheel includes: if the angular acceleration of any wheel satisfies the corresponding third ice surface threshold condition, determining that the road surface on which the vehicle is located is a uniform ice surface.

[0069] Although the uniform ice surface will melt, resulting in differences in the slip time and slip degree between wheels. However, the adhesion coefficient of the ice surface is low, and the slip degree of the wheels on the ice surface is usually large. Therefore, when the vehicle is on a uniform ice surface, at least one wheel will have a large slip degree. Therefore, if the angular acceleration of any vehicle meets the corresponding third ice surface threshold condition, it means that the slip degree of the wheel is large, that is, the vehicle is on a uniform ice surface.

[0070] Specifically, the third ice surface threshold condition corresponding to the left front wheel indicates that the angular acceleration of the left front wheel is greater than the front wheel ice surface threshold. The third ice surface threshold condition corresponding to the right front wheel indicates that the angular acceleration of the right front wheel is greater than the front wheel ice surface threshold. The third ice surface threshold condition corresponding to the left rear wheel indicates that the angular acceleration of the left rear wheel is greater than the rear wheel ice surface threshold. The third ice surface threshold condition corresponding to the right rear wheel indicates that the angular jerk of the right rear wheel is greater than the rear wheel ice surface threshold.

[0071] Specifically, if one or more of the following conditions are met, the conditions include: and, and, and, It is determined that the road surface on which the vehicle is located is a uniform ice surface.

[0072] Preferably, a method for identifying the type of road surface also includes: acquiring the vehicle speed and the linear speed of each wheel in real time; determining whether any wheel is slipping based on the vehicle speed and the linear speeds; if any wheel is slipping, determining whether the road surface on which the vehicle is located is a split road surface based on each slipping wheel; wherein the slipping wheel is a wheel that is slipping.

[0073] When a vehicle is driving, if the difference between the vehicle speed and the linear speed of the wheel is large, it means that the wheel has slipped. Due to the different adhesion coefficients on both sides of the split road, the slip of the left and right wheels of the vehicle on the split road will be different. Therefore, if any wheel slips, the slipping wheel can be used to determine whether the road the vehicle is on is a split road.

[0074] Specifically, for each wheel, if the difference between its linear velocity and the vehicle speed is greater than or equal to a preset speed, it can be determined that the wheel has slipped, that is, it is a slipping wheel. In some embodiments, the preset speed is 5 km / h.

[0075] Preferably, determining whether the road surface on which the vehicle is located is an open road surface based on each slipping wheel includes: calculating the priority slip duration of each slipping wheel; wherein the priority slip duration represents the duration for which the slipping wheel takes precedence over the other front wheel when the slipping wheel is the front wheel, and the duration for which the slipping wheel takes precedence over the other rear wheel when the slipping wheel is the rear wheel; if any one of the priority slip durations satisfies the preset slip duration condition, then it is determined that the road surface on which the vehicle is located is an open road surface.

[0076] When the priority slip duration meets the preset slip duration condition, it means that the time interval between the two front wheels slipping is long or the time interval between the two rear wheels slipping is long, and at this time there is a large difference in the adhesion coefficients on the left and right sides of the vehicle. Therefore, by determining the priority slip duration, it is possible to determine whether the road surface on which the vehicle is located is a split road surface.

[0077] Specifically, when the left front wheel slips before the right front wheel, and the corresponding priority slip duration meets the preset slip duration condition, it means that the opposing road surface is a left-low-right-high opposing road surface. When the left rear wheel slips before the right rear wheel, and the corresponding priority slip duration meets the preset slip duration condition, it means that the opposing road surface is a left-low-right-high opposing road surface.

[0078] Specifically, when the right front wheel slips before the left front wheel, and the corresponding priority slip duration meets the preset slip duration condition, it means that the opposing road surface is a right-lower-left-higher opposing road surface. When the right rear wheel slips before the left rear wheel, and the corresponding priority slip duration meets the preset slip duration condition, it means that the opposing road surface is a right-lower-left-higher opposing road surface.

[0079] Combination Figure 4 As shown, an embodiment of the present disclosure provides a road type identification system, including: an acquisition module, a first determination module, a second determination module, a third determination module and a fourth determination module. Among them, the acquisition module is used to obtain the angular acceleration of each wheel of the vehicle in real time; wherein the angular acceleration represents the first-order time derivative of the angular acceleration. The first determination module is used to determine whether the road surface on which the vehicle is located is an open road surface based on the angular acceleration of each wheel; the second determination module is used to determine whether the road surface on which the vehicle is located is a uniform snow surface based on the angular acceleration of each wheel if the road surface type is not an open road surface; the third determination module is used to determine whether the road surface on which the vehicle is located is a uniform ice surface based on the angular acceleration of each wheel if the road surface type is not an open road surface and is not a uniform snow surface. The fourth determination module is used to determine that the road surface on which the vehicle is located is other road surfaces if the road surface type is not an open road surface and is not a uniform snow surface and is not a uniform ice surface.

[0080] A road surface type identification system provided by the embodiment of the present disclosure is used. Since the vehicle is affected by the adhesion coefficient of different types of roads, the angular acceleration of each wheel will be different. Therefore, by acquiring the angular acceleration of each wheel of the vehicle in real time, and then based on the angular acceleration of each wheel, it is sequentially identified whether the road surface on which the vehicle is located is a split road surface, a uniform snow surface, a uniform ice surface, and other road surfaces. The road surface type can be identified one by one based on the influence of the road surface on which the vehicle is currently traveling. In this way, while the road surface type is identified based on the actual driving condition of the vehicle, it can also avoid the situation where the driving condition simultaneously meets multiple road surface types, so that the road surface type on which the vehicle is located can be accurately identified, and the accuracy of identifying the road surface type can be improved.

[0081] Preferably, the acquisition module is specifically used to acquire multiple angular velocities of each wheel of the vehicle within a preset time length in real time; for each wheel, based on the preset time length and the multiple angular velocities, determine the real-time angular acceleration.

[0082] Preferably, the first determination module is specifically used to calculate the absolute value of the difference in angular acceleration of the two front wheels; if the absolute value of the difference is greater than or equal to the open road surface angular acceleration difference threshold, and the angular acceleration of the first target wheel meets the high lateral threshold condition, and the angular acceleration of the second target wheel meets the first ice surface threshold condition, then it is determined that the road surface on which the vehicle is located is an open road surface; wherein, the first target wheel is the front wheel with the smallest angular acceleration, and the second target wheel is the rear wheel on the same side as the first target wheel.

[0083] Preferably, the second determination module is specifically used to determine that the road surface on which the vehicle is located is a uniform snow surface if the absolute value of the difference is less than or equal to the uniform snow surface angular acceleration difference threshold, and the angular acceleration of each front wheel meets the ice and snow surface threshold condition, and the angular acceleration of each rear wheel meets the second ice surface threshold condition.

[0084] Preferably, the third determination module is specifically used to determine that the road surface on which the vehicle is located is a uniform ice surface if the angular acceleration of any wheel meets the corresponding third ice surface threshold condition.

[0085] Preferably, a road type identification system further includes: a fifth determination module. The fifth determination module is used to obtain the vehicle speed and the linear speed of each wheel in real time; based on the vehicle speed and each linear speed, determine whether there is a wheel slip; if any wheel slips, determine whether the road surface where the vehicle is located is a split road surface based on each slipping wheel; wherein the slipping wheel is a wheel that slips.

[0086] Preferably, the fifth determination module is specifically used to calculate the priority slip duration of each slipping wheel; wherein the priority slip duration represents the duration of slipping of the slipping wheel before the other front wheel when the slipping wheel is the front wheel, and the duration of slipping of the slipping wheel before the other rear wheel when the slipping wheel is the rear wheel; if any one of the priority slip durations meets the preset slip duration condition, it is determined that the road surface on which the vehicle is located is an open road surface.

[0087] A computing device according to an embodiment of the present invention includes a memory, a processor, and a program stored in the memory and running on the processor. When the processor executes the program, some or all steps of the above-mentioned road surface type identification method are implemented.

[0088] Among them, the computing device can be a computer, and correspondingly, its program is computer software. The above-mentioned parameters and steps in a computing device of the present invention can refer to the parameters and steps in an embodiment of a road type identification method mentioned above, and will not be repeated here.

[0089] In an embodiment of the present invention, a computer-readable storage medium is provided, in which instructions are stored. When the instructions are executed, the steps of the above-mentioned road surface type identification method are executed.

[0090] The computer-readable storage medium may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0091] The technical solution of the embodiment of the present disclosure can be embodied in the form of a software product, which is stored in a storage medium and includes one or more instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method of the embodiment of the present disclosure. The aforementioned computer-readable storage medium may be a non-transitory computer-readable storage medium, including: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and other media that can store program codes, or a transient computer-readable storage medium.

[0092] Those skilled in the art know that the present invention can be implemented as a system, method or computer program product. Therefore, the present disclosure can be specifically implemented in the following forms, namely: it can be complete hardware, it can be complete software (including firmware, resident software, microcode, etc.), or it can be a combination of hardware and software, generally referred to as "circuit", "module" or "system" herein. In addition, in some embodiments, the present invention can also be implemented in the form of a computer program product in one or more computer-readable media, and the computer-readable medium contains computer-readable program code. Computer-readable storage media can be, for example, but not limited to - electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or devices, or any combination of the above.

[0093] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0094] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A road surface type recognition method, characterized in that: include: Acquire the angular acceleration of each wheel of the vehicle in real time; wherein the angular acceleration represents the first-order time derivative of the angular acceleration; Determining whether the road surface on which the vehicle is located is a split road surface based on the angular acceleration of each wheel; If the road type is not the split road, determining whether the road on which the vehicle is located is a uniform snow surface based on the angular acceleration of each wheel; If the road surface type is neither the split road surface nor the uniform snow surface, determining whether the road surface on which the vehicle is located is a uniform ice surface based on the angular acceleration of each wheel; If the road surface type is not the split road surface, not the uniform snow surface, and not the uniform ice surface, it is determined that the road surface on which the vehicle is located is other road surface.

2. The method according to claim 1, characterized in that The real-time acquisition of the angular acceleration of each wheel of the vehicle includes: Acquire multiple angular velocities of each wheel of the vehicle in real time within a preset time period; For each wheel, a real-time angular acceleration is determined based on the preset time duration and the plurality of angular velocities.

3. The method according to claim 1, characterized in that The determining, based on the angular acceleration of each wheel, whether the road surface on which the vehicle is located is an open road surface comprises: Calculate the absolute value of the difference between the angular accelerations of the two front wheels; If the absolute value of the difference is greater than or equal to the open road surface angular acceleration difference threshold, and the angular acceleration of the first target wheel meets the high icy surface threshold condition, and the angular acceleration of the second target wheel meets the first ice surface threshold condition, then it is determined that the road surface on which the vehicle is located is an open road surface; wherein the first target wheel is the front wheel with the smallest angular acceleration, and the second target wheel is the rear wheel on the same side as the first target wheel.

4. The method according to claim 3, characterized in that The determining, based on the angular acceleration of each wheel, whether the road surface on which the vehicle is located is a uniform snow surface comprises: If the absolute value of the difference is less than or equal to the uniform snow surface angular acceleration difference threshold, and the angular acceleration of each of the front wheels meets the ice and snow surface threshold condition, and the angular acceleration of each of the rear wheels meets the second ice surface threshold condition, then it is determined that the road surface on which the vehicle is located is a uniform snow surface.

5. The method according to claim 1, characterized in that The determining, based on the angular acceleration of each wheel, whether the road surface on which the vehicle is located is a uniform ice surface comprises: If the angular acceleration of any wheel meets the corresponding third ice surface threshold condition, it is determined that the road surface on which the vehicle is located is a uniform ice surface.

6. The method according to any one of claims 1 to 5, characterized in that: Also includes: Acquire the vehicle speed and the linear speed of each wheel in real time; Determining whether there is wheel slip based on the vehicle speed and each of the linear speeds; If any one of the wheels is slipping, it is determined whether the road surface on which the vehicle is located is an open road surface based on each slipping wheel; wherein the slipping wheel is the wheel that is slipping.

7. The method according to claim 6, characterized in that The determining whether the road surface on which the vehicle is located is an open road surface based on each slipping wheel comprises: Calculating the priority slip duration of each of the slipping wheels; wherein the priority slip duration indicates that when the slipping wheel is a front wheel, the slipping wheel takes precedence over another front wheel to slip, and when the slipping wheel is a rear wheel, the slipping wheel takes precedence over another rear wheel to slip; If any one of the priority slip durations satisfies a preset slip duration condition, it is determined that the road surface on which the vehicle is located is an open road surface.

8. A road surface type recognition system, characterized in that: include: An acquisition module, used for acquiring the angular acceleration of each wheel of the vehicle in real time; wherein the angular acceleration represents the first-order time derivative of the angular acceleration; A first determination module, configured to determine whether the road surface on which the vehicle is located is a split road surface based on the angular acceleration of each wheel; A second determination module is used to determine whether the road surface on which the vehicle is located is a uniform snow surface based on the angular acceleration of each wheel if the road surface type is not the split road surface; a third determination module, configured to determine whether the road surface on which the vehicle is located is a uniform ice surface based on the angular acceleration of each wheel if the road surface type is not the split road surface and is not the uniform snow surface; The fourth determination module is used to determine that the road surface on which the vehicle is located is other road surface if the road surface type is not the split road surface, not the uniform snow surface, and not the uniform ice surface.

9. A computing device comprising a memory, a processor, and a program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the steps of a road surface type identification method as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores instructions, and when the instructions are executed on a terminal device, the terminal device executes the steps of a road surface type identification method as described in any one of claims 1 to 7.

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