Method for determining road adhesion coefficient, electronic equipment and vehicle

Abstract

According to the road adhesion coefficient determination method, the electronic equipment and the vehicle provided by the invention, when the road adhesion coefficient is calculated, the curve correlation characteristics between the slip rate and the adhesion rate are fully utilized, and the corresponding linear road adhesion coefficient is determined through estimation in advance in a small slip rate range; and in a large slip rate range, a nonlinear road adhesion coefficient with higher precision is determined through real-time calculation values in different operation states, so that the efficiency of safety control is improved, and the driving safety is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method for determining a road adhesion coefficient, an electronic device and a vehicle. Background Art

[0002] Vehicle active safety electronic control technology is mainly about adjusting the interaction force between tires and the road. The quality of the vehicle's active safety control strategy depends to a large extent on whether the current road adhesion coefficient can be fully utilized. It characterizes the maximum interaction force and maximum adhesion potential that can be generated between the road and the tire. The road adhesion coefficient plays an important role in vehicle dynamics control issues and is vital to the vehicle's safety system. By accurately estimating the road adhesion coefficient, the effectiveness of the vehicle's active safety control system can be improved. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose a method for determining a road adhesion coefficient, an electronic device and a vehicle, so as to improve the estimation accuracy of the road adhesion coefficient and enhance the effectiveness of the vehicle active safety control system.

[0004] Based on the above purpose, the present application provides a method for determining a road adhesion coefficient, comprising:

[0005] determining whether a calculation activation condition is satisfied according to a vehicle operation parameter, determining a longitudinal slip rate of each wheel according to the vehicle operation parameter after the calculation activation condition is satisfied, and determining a calculation strategy of a road adhesion coefficient according to the longitudinal slip rate;

[0006] In response to the calculation strategy being a linear region strategy, determining a target wheel among the plurality of wheels according to the current operating condition, determining an initial road adhesion coefficient according to a tire load and a wheel end traction of the target wheel, and determining a linear road adhesion coefficient according to the initial road adhesion coefficient and the longitudinal slip rate;

[0007] In response to the calculation strategy being the nonlinear region strategy, an operating state of a chassis control system is determined, and a nonlinear road adhesion coefficient is determined according to the operating state and acceleration information.

[0008] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0009] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0010] As can be seen from the above, the method for determining the road adhesion coefficient, the electronic device and the vehicle provided by the present application can determine whether the calculation activation condition is met according to the vehicle operating parameters, and determine the longitudinal slip rate of each wheel according to the vehicle operating parameters after the calculation activation condition is met, and determine the calculation strategy of the road adhesion coefficient according to the longitudinal slip rate; if the calculation strategy is a linear zone strategy, the target wheel is determined among multiple wheels according to the current operating condition, and the initial road adhesion coefficient is determined according to the tire load and wheel end traction of the target wheel, and the linear road adhesion coefficient is determined according to the initial road adhesion coefficient and the longitudinal slip rate; if the calculation strategy is a nonlinear zone strategy, the operating state of the chassis control system is determined, and the nonlinear road adhesion coefficient is determined according to the operating state and acceleration information. When the calculation of the road adhesion coefficient is required, for the linear zone strategy in a small slip rate range, the linear road adhesion coefficient is determined according to the initial road adhesion coefficient and the longitudinal slip rate, and the road adhesion coefficient is estimated by fitting the linear relationship between the slip rate and the road adhesion coefficient, which can achieve early estimation and improve estimation efficiency. For the nonlinear zone strategy in a large slip rate range, the nonlinear road adhesion coefficient is determined based on the operating status and acceleration information. Different real-time calculation methods are used under different vehicle operating conditions, which has higher accuracy. When calculating the road adhesion coefficient, the curve correlation characteristics between the slip rate and the adhesion rate are fully utilized. In a small slip rate range, the corresponding linear road adhesion coefficient is determined through advance estimation. In a large slip rate range, a more accurate nonlinear road adhesion coefficient is determined through real-time calculation values ​​under different operating conditions, thereby improving the effectiveness of safety control and improving driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0012] Figure 1 This is a flow chart of a method for determining a road adhesion coefficient according to an embodiment of the present application;

[0013] Figure 2 This is a schematic diagram of the relationship between the adhesion rate and the longitudinal slip rate in the embodiment of the present application;

[0014] Figure 3 A flow chart for determining a target wheel for an embodiment of the present application;

[0015] Figure 4 A flow chart for determining a linear road adhesion coefficient for an embodiment of the present application;

[0016] Figure 5 A flow chart for determining a nonlinear road adhesion coefficient for an embodiment of the present application;

[0017] Figure 6 A flow chart of a calculation strategy for determining a road adhesion coefficient in an embodiment of the present application;

[0018] Figure 7 A flow chart for verifying the retrieved road adhesion coefficient in an embodiment of the present application;

[0019] Figure 8 This is a schematic diagram of the structure of a device for determining a road adhesion coefficient according to an embodiment of the present application;

[0020] Fig. 9 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0022] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0023] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0024] Based on the description of the above background technology, the related technology also has the following situations:

[0025] The road adhesion coefficient is the ratio of adhesion to wheel normal (perpendicular to the road) pressure. In rough calculation, it can be regarded as the static friction coefficient between the tire and the road. It is determined by the road surface and the tire. The larger this coefficient is, the greater the available adhesion is, and the less likely the car is to slip. The road adhesion coefficient determines the adhesion ability of the tire on different road surfaces. The value of the road adhesion coefficient is mainly determined by factors such as the material of the road, the condition of the road surface, the tire structure, tread pattern, material, and the speed of the vehicle. Generally speaking, the adhesion coefficient of dry and good asphalt or concrete roads is the largest, which can reach 0.7-0.8. The adhesion coefficient of icy and snowy roads is the smallest and is most likely to slip.

[0026] When the vehicle brakes, the braking force of the wheel is related to the ground adhesion coefficient. When the wheel is in a semi-slip and semi-rolling state, the ground adhesion coefficient can reach the maximum, that is, the braking force can reach a large value, and the lateral stability is also good at this time. When the wheel is completely locked and there is no rolling, the ground adhesion decreases, and the lateral stability is zero. Side slip and tail swing are very likely to occur, which can easily cause accidents. Generally speaking, most drivers are unwilling and not good at driving in rainy days. This is because drivers know that the road surface adhesion coefficient on rainy days is less than half of the road surface adhesion coefficient on dry days, and the braking force also decreases as the road surface adhesion coefficient decreases, causing the vehicle to slip easily and cause safety accidents.

[0027] On dry roads, the adhesion coefficient hardly changes with increasing vehicle speed, while on wet roads, the adhesion coefficient decreases sharply with increasing speed. When driving at high speed on a highway, the water between the tire and the road cannot be removed, and the resistance of the water will cause the tire to float, and in severe cases, a "hydroplaning" phenomenon will occur. In this high-speed driving state, the tire and the road lose friction, and the vehicle will fall into an uncontrollable dangerous situation. This phenomenon is more likely to occur if the tire tread groove becomes shallower or the air pressure is low. Therefore, accurate estimation of the road adhesion coefficient can improve the effectiveness of the vehicle's active safety control system. However, in the related technology, the μ-s curve constructed in advance using historical data or test data is used to determine the road adhesion coefficient based on the μ-s curve. The historical scene or test scene may be quite different from the current driving scene of the vehicle, which may lead to inaccurate estimation of the road adhesion coefficient, and then lead to large errors in safety control, causing safety risks.

[0028] The method for determining the road adhesion coefficient, the electronic device and the vehicle provided in the embodiment of the present application can determine whether the calculation activation condition is met according to the vehicle operating parameters, and determine the longitudinal slip rate of each wheel according to the vehicle operating parameters after the calculation activation condition is met, and determine the calculation strategy of the road adhesion coefficient according to the longitudinal slip rate; if the calculation strategy is a linear zone strategy, determine the target wheel among multiple wheels according to the current operating condition, and determine the initial road adhesion coefficient according to the tire load and wheel end traction of the target wheel, and determine the linear road adhesion coefficient according to the initial road adhesion coefficient and the longitudinal slip rate; if the calculation strategy is a nonlinear zone strategy, determine the operating state of the chassis control system, and determine the nonlinear road adhesion coefficient according to the operating state and acceleration information. When the calculation of the road adhesion coefficient is required, for the linear zone strategy in a small slip rate range, the linear road adhesion coefficient is determined according to the initial road adhesion coefficient and the longitudinal slip rate, and the road adhesion coefficient is estimated by fitting the linear relationship between the slip rate and the road adhesion coefficient, which can achieve early estimation and improve estimation efficiency. For the nonlinear zone strategy in a large slip rate range, the nonlinear road adhesion coefficient is determined based on the operating status and acceleration information. Different real-time calculation methods are used under different vehicle operating conditions, which has higher accuracy. When calculating the road adhesion coefficient, the curve correlation characteristics between the slip rate and the adhesion rate are fully utilized. In a small slip rate range, the corresponding linear road adhesion coefficient is determined through advance estimation. In a large slip rate range, a more accurate nonlinear road adhesion coefficient is determined through real-time calculation values ​​under different operating conditions, thereby improving the effectiveness of safety control and improving driving safety.

[0029] The method for determining the road adhesion coefficient provided in the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0030] In some embodiments, Figure 1 As shown, the method for determining the road adhesion coefficient includes:

[0031] Step 101: Determine whether a calculation activation condition is satisfied according to the vehicle operating parameters, and determine the longitudinal slip rate of each wheel according to the vehicle operating parameters after the calculation activation condition is satisfied, and determine the calculation strategy of the road adhesion coefficient according to the longitudinal slip rate.

[0032] In specific implementation, whether the calculation activation conditions are met is determined based on the vehicle operating parameters, including:

[0033] Determining a current longitudinal slip rate, and if the current longitudinal slip rate is greater than or equal to a preset longitudinal slip rate lower limit value, and the current longitudinal slip rate is less than or equal to a preset longitudinal slip rate upper limit value, determining that a longitudinal slip rate activation condition is satisfied;

[0034] Determine the current tire slip angle, and determine the current integrated slip rate according to the current tire slip angle and the current longitudinal slip rate, if the current integrated slip rate is greater than or equal to a preset integrated slip rate upper limit value, and the current integrated slip rate is less than or equal to the preset integrated slip rate upper limit value, determine that the integrated slip rate activation condition is met;

[0035] Determine the current vehicle speed, and if the current vehicle speed is greater than or equal to the preset activation speed, determine that the vehicle speed activation condition is met;

[0036] In response to the simultaneous comprehensive slip ratio activation condition, the longitudinal slip ratio activation condition and the vehicle speed activation condition, determining a duration of the simultaneous comprehensive slip ratio activation condition, the longitudinal slip ratio activation condition and the vehicle speed activation condition, and determining that the calculation activation condition is satisfied when the duration is greater than or equal to a preset activation duration;

[0037] In response to the fact that one of the comprehensive slip ratio activation condition, the longitudinal slip ratio activation condition and the vehicle speed activation condition is not satisfied, or the duration is less than a preset activation duration, it is determined that the calculation activation condition is not satisfied.

[0038] Among them, for the longitudinal slip rate activation condition, when the tire exerts traction or braking force, relative movement will occur between the tire and the ground. The proportion of the sliding component in the wheel movement is the longitudinal slip rate (also called slip rate). The adhesion rate is the ratio of the tire longitudinal force to the vertical load. The relationship between the adhesion rate μ and the longitudinal slip rate s is as follows: Figure 2 As shown in the figure, with the increase of longitudinal slip rate, adhesion first increases and then decreases. Generally, the maximum adhesion rate under a certain road surface is called the road surface adhesion coefficient, that is, the road surface adhesion coefficient is μ max Generally, the longitudinal slip rate will be in the range of 0.1 to 0.3. max Among them, negative slip rate (s<0) means that the wheel rotation speed is less than the actual speed of the vehicle. At this time, the wheel slips relative to the ground, which mostly occurs in deceleration or normal braking. Positive slip rate (s>0) means that the wheel rotation speed is greater than the actual speed of the vehicle. At this time, the wheel rotates relative to the ground, which mostly occurs in acceleration or muddy conditions. Negative unit slip rate (s=-1) means that the wheel rotation speed is zero, and the rear wheel is locked at this time, which mostly occurs in emergency braking.

[0039] like Figure 2 As shown, assuming that the longitudinal slip rate is 0.15, there is μ max, when the longitudinal slip rate is in the range of (0,0.15), the slip rate change is in the stable zone, and when the longitudinal slip rate is in the range of (0.15,1.00), the slip rate change is in the unstable zone. The relationship between the adhesion rate μ and the longitudinal slip rate s in the unstable zone is not stable. Therefore, when the longitudinal slip rate is far away from the stable zone, the calculation of the road adhesion coefficient is relatively unstable. There is no need to calculate a new road adhesion coefficient, and the historical road adhesion coefficient can be directly used for safety control. Therefore, if you want to ensure the accuracy of the road adhesion coefficient, you need to determine the road adhesion coefficient within a relatively stable range.

[0040] If the difference between braking and driving conditions is not considered, the longitudinal slip rate range of [0,0.3] can be determined as a relatively stable area. Then 0 is determined as the lower limit of the longitudinal slip rate, and 0.3 is determined as the upper limit of the longitudinal slip rate. When the current longitudinal slip rate is within the range of [0,0.3], it is determined that the longitudinal slip rate activation condition is met. If the difference between braking and driving conditions is considered, if the longitudinal slip rate under the driving condition is a positive value, then the slip rate under the braking condition is a negative value, then the longitudinal slip rate range of [-0.3,0.3] is determined as a relatively stable area. When the current longitudinal slip rate is within the range of [0,0.3], it is determined that the longitudinal slip rate activation condition is met. A new road adhesion coefficient can be calculated.

[0041] For the activation conditions of the comprehensive slip ratio, the longitudinal slip ratio also determines the lateral road adhesion coefficient. Generally, when the longitudinal slip ratio is zero, the lateral adhesion coefficient is the largest, the vehicle's anti-skid ability is the strongest, and the directional stability during braking is the best. The lateral road adhesion coefficient decreases with the increase of the longitudinal slip ratio. When the wheel is completely locked and slipping (the longitudinal slip ratio is 1), the lateral adhesion coefficient is close to zero, and the vehicle's braking stability is the worst. When determining whether the vehicle needs to be safely controlled, it is necessary to consider the comprehensive lateral and longitudinal slip conditions at the same time. The comprehensive slip conditions need to be represented by the comprehensive slip ratio. Among them, the process of determining the current comprehensive slip ratio based on the current tire sideslip angle and the current longitudinal slip ratio is:

[0042]

[0043] Among them, SC ij represents the comprehensive slip rate of wheel ij (ij∈(fl, fr, rl, rr), where fl, fr, rl, rr represent four wheels respectively), k ij represents the longitudinal slip rate of wheel ij, a ijIndicates the tire slip angle of wheel ij. If the current integrated slip rate is greater than or equal to the preset integrated slip rate upper limit, and the current integrated slip rate is less than or equal to the preset integrated slip rate upper limit, it means that the calculated road adhesion coefficient can ensure lateral stability and longitudinal stability at the same time, and it is determined that the integrated slip rate activation condition is met.

[0044] For the vehicle speed activation condition, if the vehicle speed is low or even stationary, there is almost no tire slippage, so there is no need to determine the road adhesion coefficient at this time. If the vehicle speed is high and the vehicle is driving on a road with a low road adhesion coefficient (for example, the road adhesion coefficient of a rainy road is 0.3-0.4), the tires are likely to slip and safety control is required. Therefore, it is necessary to determine the accurate road adhesion coefficient at this time to ensure that the vehicle speed activation condition is met.

[0045] If the comprehensive slip rate activation condition, the longitudinal slip rate activation condition and the vehicle speed activation condition are met at the same time, it means that the road adhesion coefficient can be calculated. However, in order to avoid frequent switching of the judgment results, a hysteresis control strategy is adopted. When the duration of all three conditions being met is greater than or equal to the preset activation duration, it is determined that the vehicle speed activation condition is met and the road adhesion coefficient is calculated.

[0046] After the calculation activation conditions are met, due to the use of the hysteresis strategy, in order to ensure accuracy, it is necessary to determine the longitudinal slip rate of each wheel again according to the vehicle operating parameters, and determine the calculation strategy of the road adhesion coefficient based on the longitudinal slip rate. The calculation process of the longitudinal slip rate of the wheel is:

[0047]

[0048] Among them, vx _Whl Indicates the wheel center speed, in m / s; ω whl Indicates the wheel rolling angular velocity, in rad / s; ω whl =π*n ij / 30,n ij The wheel indicates the wheel speed of the wheel ij, in rpm; R d Indicates the tire rolling radius, in meters.

[0049] according to Figure 2It can be seen that in the small slip rate range (for example, 0-0.1), the longitudinal slip rate and adhesion rate are close to a linear relationship, so the road adhesion coefficient can be estimated in advance according to the corresponding μ-s curve. At this time, the linear area strategy is determined as the calculation strategy. In the large slip rate range (for example, 0.1-0.3), the longitudinal slip rate and adhesion rate are a complex curve relationship, and the maximum value of the adhesion rate is within the large slip rate range. The adhesion coefficient can be calculated, and the maximum value of the adhesion rate is determined as the corresponding road adhesion coefficient. At this time, the nonlinear area strategy is determined as the calculation strategy.

[0050] Step 102: In response to the calculation strategy being a linear region strategy, a target wheel is determined among multiple wheels according to the current operating condition, an initial road adhesion coefficient is determined according to the tire load and wheel-end traction of the target wheel, and a linear road adhesion coefficient is determined according to the initial road adhesion coefficient and the longitudinal slip rate.

[0051] In specific implementation, the calculation strategy is the linear region strategy. At this time, it is necessary to determine the μ-s curve under the current working condition. In order to ensure the accuracy of the fitted μ-s curve, it is necessary to determine the target wheel among multiple wheels according to the current operating condition. If it is in the driving state, the wheel with the smallest wheel speed is determined as the target wheel; if it is in the braking state, the wheel with the largest wheel speed is determined as the target wheel to ensure the accuracy of the calculation of the road adhesion coefficient.

[0052] First, determine the starting point of the μ-s curve fitting, and determine the initial road adhesion coefficient according to the tire load and wheel end traction of the target wheel, that is, the ratio of wheel end traction to tire load is determined as the initial road adhesion coefficient μ0:

[0053] 0 = F x / F z ;

[0054] Among them, F x represents wheel end traction and F represents tire load.

[0055] Then, a sliding average filter is performed on the initial road adhesion coefficient, wherein the sliding window and sliding step size of the sliding average filter are preset values.

[0056] Then, the μ-s curve is fitted using the least squares method to estimate the slope k of the μ-s curve. Based on the slope k, a table is looked up to obtain the road type and the linear road adhesion coefficient 1.

[0057] For the linear region strategy in a small slip rate range, the linear road adhesion coefficient is determined according to the initial road adhesion coefficient and the longitudinal slip rate. The road adhesion coefficient is estimated by fitting the linear relationship between the slip rate and the road adhesion coefficient, which can achieve early estimation and improve estimation efficiency.

[0058] Step 103: In response to the calculation strategy being the nonlinear region strategy, determining the operating state of the chassis control system, and determining the nonlinear road adhesion coefficient according to the operating state and the acceleration information.

[0059] In specific implementation, if the calculation strategy is a nonlinear zone strategy, the operating state of the chassis control system is different, and the determination method of the nonlinear road adhesion coefficient is different. Since the slip rate is generally the maximum value when the chassis control system is activated, the first road adhesion coefficient 2 calculated at this time is the nonlinear road adhesion coefficient. When the chassis control system is not activated, it is necessary to perform real-time calculation of the road adhesion coefficient based on the lateral acceleration and the longitudinal acceleration. The second road adhesion coefficient 3 calculated in real time can be a candidate for the nonlinear road adhesion coefficient. It is necessary to compare the linear road adhesion coefficient 1 and the second road adhesion coefficient 3 at this time, and determine max(1,3) as the nonlinear road adhesion coefficient. For the case of turning off the chassis control system, max(2,3) is determined as the nonlinear road adhesion coefficient. Because the maximum value of the adhesion rate is the road adhesion coefficient, determining the maximum value of the two calculated values ​​as the nonlinear road adhesion coefficient can improve the accuracy of the estimation of the nonlinear road adhesion coefficient. For the nonlinear zone strategy with a large slip rate range, the nonlinear road adhesion coefficient is determined according to the operating state and acceleration information. Different real-time calculation methods are used under different vehicle operating states, which has higher accuracy.

[0060] In summary, the real-time update strategy of the road adhesion coefficient is:

[0061] When the linear region calculation conditions are met, the road adhesion coefficient is updated to the linear region road adhesion coefficient, and the estimated road adhesion coefficient = 1.

[0062] If the linear region is not satisfied, the road adhesion coefficient is updated to the nonlinear region. If the chassis control system (TCS or ABS) is activated, the estimated road adhesion coefficient = 2.

[0063] If the linear region is not satisfied, the road adhesion coefficient is updated to the nonlinear region. If the chassis control system (TCS or ABS) is not activated, the estimated road adhesion coefficient = max(1,3);

[0064] If the linear region is not satisfied, the road adhesion coefficient is updated to the nonlinear region. If the chassis control system (TCS or ABS) is activated and then turned off, the estimated road adhesion coefficient = max(2,3).

[0065] In summary, the method for determining the road adhesion coefficient provided in the embodiment of the present application can fully utilize the curve correlation characteristics between the slip rate and the adhesion rate when calculating the road adhesion coefficient. In a small slip rate range, the corresponding linear road adhesion coefficient is determined by fitting the μ-s curve that conforms to the current scenario. In a large slip rate range, a more accurate nonlinear road adhesion coefficient is determined by real-time calculation values ​​under different operating conditions, thereby improving the effectiveness of safety control and improving driving safety.

[0066] In some embodiments, Figure 3 As shown, determining a target wheel among multiple wheels according to the current operating condition includes:

[0067] Step 301: Determine the wheel speed of each wheel.

[0068] In specific implementation, when the vehicles are running, there will be certain differences in the wheel speed of each vehicle. Therefore, in order to ensure the accuracy of the calculation of the road adhesion coefficient, it is necessary to use the wheel speed that best represents the corresponding working condition to determine the road adhesion coefficient.

[0069] Step 302: In response to the current operating condition being a driving condition, a wheel corresponding to a minimum wheel speed among a plurality of wheels is determined as a target wheel.

[0070] During specific implementation, if the current operating condition is a driving condition, since the longitudinal slip rate is the proportion of the slip component in the wheel movement, during the driving process, the smaller the wheel speed is, the smaller the wheel slip component is, the better the adhesion between the wheel and the road surface is, and the better the driving effect is. Therefore, the wheel corresponding to the minimum wheel speed among the multiple wheels is determined as the target wheel to ensure the accuracy of the linear road adhesion coefficient.

[0071] Step 303: In response to the current operating condition being a braking condition, a wheel corresponding to the maximum wheel speed among the multiple wheels is determined as a target wheel.

[0072] During specific implementation, if the current operating condition is a braking condition, since the longitudinal slip rate is the proportion of the slip component in the wheel movement, during the braking process, the greater the wheel speed, the smaller the wheel slip component, the better the adhesion between the wheel and the road surface, and the better the braking effect, so the wheel corresponding to the maximum wheel speed among the multiple wheels is determined as the target wheel to ensure the accuracy of the linear road adhesion coefficient.

[0073] In some embodiments, Figure 4 As shown in FIG. 1 , the linear road adhesion coefficient is determined according to the initial road adhesion coefficient and the longitudinal slip rate, including:

[0074] Step 401: Perform sliding average filtering on the initial road surface adhesion coefficient to obtain a filtered road surface adhesion coefficient.

[0075] In specific implementation, the Moving Average (MA) algorithm is a method used to smooth time series data, aiming to eliminate short-term fluctuations and highlight long-term trends. The moving average achieves this by calculating the average of a series of values ​​and continuously updating this average as new data arrives. If the size of the sliding window is 100ms and the sliding step is 20ms, the initial road adhesion coefficient within 100ms is averaged each time and counted every 20ms until the number of sliding times is met, the sliding average filtering process is stopped, and the filtered road adhesion coefficient is obtained.

[0076] Step 402: Perform linear fitting on the filtered road adhesion coefficient and the longitudinal slip rate to obtain a slip coefficient curve.

[0077] In specific implementation, the filtered road adhesion coefficient and longitudinal slip rate obtained in each signal acquisition cycle is a sample data pair (μ, s), and then the sample data pairs of multiple cycles are linearly fitted using the least squares method to obtain the corresponding slip coefficient curve (μ-s curve).

[0078] Step 403: Determine the slope value of the slip coefficient curve, and determine the retrieved road surface adhesion coefficient corresponding to the slope value according to a preset slope coefficient relationship, and determine the retrieved road surface adhesion coefficient as a linear road surface adhesion coefficient.

[0079] In specific implementation, the slope values ​​of the slip coefficient curves of different road types are different. Therefore, after the slip coefficient curve is fitted, the slope value of the slip coefficient curve is determined. According to the slope value, the corresponding road type can be determined, and then the corresponding retrieval road surface adhesion coefficient is determined according to the road type, and the retrieval road surface adhesion coefficient is determined as the linear road surface adhesion coefficient.

[0080] In some embodiments, Figure 5 As shown, the nonlinear road adhesion coefficient is determined according to the running state and acceleration information, including:

[0081] Step 501: In response to the operating state being an activated state, a first historical longitudinal acceleration and a first historical lateral acceleration when the chassis control system is activated are determined in the acceleration information, and a first road adhesion coefficient is determined based on the first historical longitudinal acceleration and the first historical lateral acceleration, and the first road adhesion coefficient is determined as a nonlinear road adhesion coefficient.

[0082] In specific implementation, if the operating state of the chassis control system is an activated state, it means that the user has activated the braking system for braking. Then, the road adhesion rate at the moment of chassis control system activation is the largest, and the road adhesion coefficient calculated at the moment of activation is closest to the true value. Therefore, the first historical longitudinal acceleration and the first historical lateral acceleration when the chassis control system is activated are determined in the acceleration information, and the first road adhesion coefficient is determined based on the first historical longitudinal acceleration and the first historical lateral acceleration. At this time, the calculated first road adhesion coefficient 2 is closest to the true value, so at this time, the first road adhesion coefficient is directly used as the nonlinear road adhesion coefficient.

[0083] Among them, the calculation process of the road adhesion coefficient in the nonlinear calculation strategy is:

[0084]

[0085] Among them, a x is the lateral acceleration, a y represents longitudinal acceleration, fac represents correction coefficient, and g represents gravity acceleration. After inputting the first historical longitudinal acceleration and the first historical lateral acceleration, the first road adhesion coefficient 2 is calculated according to the above formula.

[0086] Step 502: In response to the operating state being an unactivated state, determining the real-time longitudinal acceleration and the real-time lateral acceleration in the acceleration information, determining a second road adhesion coefficient based on the real-time longitudinal acceleration and the real-time lateral acceleration, determining a historical activation status of the chassis control system, and determining a nonlinear road adhesion coefficient based on the activation status and the second road adhesion coefficient.

[0087] In specific implementation, if the chassis control system is in an inactive state, it means that the user has not activated the braking system for braking, and it is impossible to know when the road adhesion coefficient is closest to the true value, so a real-time calculation method is used to determine the nonlinear road adhesion coefficient. It is necessary to determine the real-time longitudinal acceleration and real-time lateral acceleration in the acceleration information, and determine the second road adhesion coefficient 3 based on the real-time longitudinal acceleration and real-time lateral acceleration. Since it is impossible to determine whether the second road adhesion coefficient 3 is the road adhesion coefficient closest to the true value, it is necessary to verify the second road adhesion coefficient 3 based on the activation status of the chassis control system. The verification process is as follows:

[0088] In some embodiments, determining a nonlinear road surface adhesion coefficient based on the activation condition and the second road surface adhesion coefficient includes:

[0089] Step 5021: In response to the activation condition being that there is no activation record, determining the maximum value of the linear road adhesion coefficient and the second road adhesion coefficient as the nonlinear road adhesion coefficient.

[0090] In specific implementation, if the activation status of the chassis control system is that there is no activation record, it means that the first road adhesion coefficient 2 that is closest to the actual value cannot be determined. At this time, the linear road adhesion coefficient can be used to verify the second road adhesion coefficient. Because the maximum value of the adhesion rate is the road adhesion coefficient, the maximum value of the linear road adhesion coefficient and the second road adhesion coefficient is the nonlinear road adhesion coefficient, that is, it does not satisfy the linear area, and the chassis control system is not activated. The estimated road adhesion coefficient = max(1,3).

[0091] Step 5022: In response to the activation condition being that there is an activation record, determining the maximum value of the first road surface adhesion coefficient and the second road surface adhesion coefficient as the nonlinear road surface adhesion coefficient.

[0092] In specific implementation, if the activation status of the chassis control system is that there is an activation record, and there are two processes of activating the chassis control system and shutting down the chassis control system, then the road adhesion coefficient closest to the true value appears at the activation time, and the road adhesion coefficient closest to the true value is the first road adhesion coefficient 2. However, as the vehicle travels, the road type may have changed, and the first road adhesion coefficient 2 closest to the true value determined at the historical moment may not be the closest to the true value at this time. Therefore, the road adhesion coefficient closest to the true value is determined by comparing the first road adhesion coefficient 2 at the historical moment with the second road adhesion coefficient 3 at the current moment. Since the maximum value of the adhesion rate is the road adhesion coefficient, the maximum value of the first road adhesion coefficient and the second road adhesion coefficient is determined as the nonlinear road adhesion coefficient, that is, it does not satisfy the linear area, and when the chassis control system is activated and then shut down, the estimated road adhesion coefficient = max(2,3).

[0093] In some embodiments, Figure 6 As shown in FIG. 1 , the calculation strategy for determining the road adhesion coefficient according to the longitudinal slip rate includes:

[0094] Step 601: Determine the slip rate upper limit value and the slip rate lower limit value of the preset slip rate linear interval.

[0095] In specific implementation, according to Figure 2 It can be seen that in a small slip rate range (for example, 0-0.1), the longitudinal slip rate and adhesion rate are close to a linear relationship, so the preset slip rate linear interval is [-0.1, 0.1] (considering the difference between braking conditions and driving conditions), then the corresponding slip rate upper limit value is -0.1, and the slip rate lower limit value is 0.1. In the slip rate linear interval, the longitudinal slip rate and adhesion rate are close to a linear relationship.

[0096] Step 602: In response to the longitudinal slip ratio being greater than or equal to a slip ratio lower limit value and less than or equal to a slip ratio upper limit value, determining the linear region strategy as the calculation strategy.

[0097] In specific implementation, if -0.1≤longitudinal slip rate≤0.1, it means that the longitudinal slip rate is in the small slip rate range, and the longitudinal slip rate and adhesion rate are close to a linear relationship. The road adhesion coefficient can be estimated in advance by fitting the μ-s curve. At this time, the linear area strategy is determined as the calculation strategy.

[0098] Step 603: In response to the longitudinal slip ratio being less than a slip ratio lower limit value, or being greater than a slip ratio upper limit value, determining the linear region strategy as the calculation strategy.

[0099] In specific implementation, if 0.1≤longitudinal slip rate, or -0.1≥longitudinal slip rate, it means that the longitudinal slip rate is in the large slip rate range, the longitudinal slip rate and adhesion rate are a complex curve relationship, and the maximum value of the adhesion rate is in the large slip rate range. The adhesion coefficient can be calculated, and the maximum value of the adhesion rate is determined as the corresponding road surface adhesion coefficient. At this time, the nonlinear area strategy is determined as the calculation strategy.

[0100] In some embodiments, Figure 7 As shown, before determining the retrieved road surface adhesion coefficient as the linear road surface adhesion coefficient, it also includes:

[0101] Step 701: Obtain historical longitudinal slip rate samples and historical linear adhesion coefficient samples.

[0102] During specific implementation, in order to ensure the accuracy of the retrieved road surface adhesion coefficient, it is necessary to use historical data or test data to construct a μ-s curve in advance to determine the statistically estimated verification road surface adhesion coefficient, and use the verification road surface adhesion coefficient to verify the retrieved road surface adhesion coefficient. To ensure the accuracy of the retrieved road surface adhesion coefficient, it is necessary to first obtain historical longitudinal slip rate samples and historical linear adhesion coefficient samples to construct the μ-s curve in advance.

[0103] Step 702: construct a slip coefficient relationship curve based on historical longitudinal slip rate samples and historical linear adhesion coefficient samples through regression analysis estimation.

[0104] In specific implementation, the process of constructing the slip coefficient relationship curve (piecewise function) according to the historical longitudinal slip rate samples and the historical linear adhesion coefficient samples through the regression analysis estimation algorithm is as follows:

[0105] μ=a0+a1s+a2s 2

[0106]

[0107] Among them, a0, a1, a2, c1, c2 are all fitting coefficients.

[0108] Step 703: Determine the verified road adhesion coefficient according to the relationship curve between the longitudinal slip rate and the slip coefficient, and determine the error value between the road adhesion coefficient and the retrieved road adhesion coefficient.

[0109] In specific implementation, the longitudinal slip rate is used as the input value of the slip coefficient relationship curve to output the verified road adhesion coefficient, and the credibleness of the retrieved road adhesion coefficient is determined by comparing the error value between the road adhesion coefficient and the retrieved road adhesion coefficient.

[0110] Step 704: In response to the error value being greater than a preset difference threshold, the retrieved road adhesion coefficient value is replaced with the verified road adhesion coefficient value.

[0111] In specific implementation, although the accuracy of the verified road adhesion coefficient is poor, the error between it and the true value will not be too large. If the error value is greater than the preset difference threshold, it means that the gap between the retrieved road adhesion coefficient and the true value is too large, and the retrieved road adhesion coefficient is unreliable. The value of the retrieved road adhesion coefficient is replaced with the value of the verified road adhesion coefficient to improve the accuracy of the linear road adhesion coefficient.

[0112] If the error value is less than or equal to the preset difference threshold, it means that the retrieved road surface adhesion coefficient is credible, and the retrieved road surface adhesion coefficient is directly determined as the linear road surface adhesion coefficient.

[0113] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0114] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0115] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a device for determining a road adhesion coefficient.

[0116] refer to Figure 8 , the device for determining the road adhesion coefficient comprises:

[0117] The calculation strategy determination module 10 is configured to: determine whether the calculation activation condition is met according to the vehicle operation parameters, and determine the longitudinal slip rate of each wheel according to the vehicle operation parameters after the calculation activation condition is met, and determine the calculation strategy of the road adhesion coefficient according to the longitudinal slip rate;

[0118] The linear region coefficient determination module 20 is configured to: in response to the calculation strategy being the linear region strategy, determine a target wheel among the multiple wheels according to the current operating condition, determine an initial road adhesion coefficient according to the tire load and wheel end traction of the target wheel, and determine a linear road adhesion coefficient according to the initial road adhesion coefficient and the longitudinal slip rate;

[0119] The nonlinear region coefficient determination module 30 is configured to: in response to the calculation strategy being the nonlinear region strategy, determine the operating state of the chassis control system, and determine the nonlinear road adhesion coefficient according to the operating state and acceleration information.

[0120] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0121] The device of the above embodiment is used to implement the corresponding method for determining the road adhesion coefficient in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0122] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for determining the road adhesion coefficient described in any of the above embodiments is implemented.

[0123] Fig. 9 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0124] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0125] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0126] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0127] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0128] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0129] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0130] The electronic device of the above embodiment is used to implement the corresponding method for determining the road adhesion coefficient in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0131] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the method for determining the road adhesion coefficient as described in any of the above embodiments.

[0132] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0133] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the method for determining the road adhesion coefficient as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0134] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or the device for determining the road adhesion coefficient of the above-mentioned embodiment, and the method for determining the road adhesion coefficient as described in any of the above-mentioned embodiments is executed through the electronic device or the device for determining the road adhesion coefficient of the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0135] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0136] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0137] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0138] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0139] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0140] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0141] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0142] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A method for determining a road adhesion coefficient, characterized in that: include: determining whether a calculation activation condition is satisfied according to a vehicle operation parameter, determining a longitudinal slip rate of each wheel according to the vehicle operation parameter after the calculation activation condition is satisfied, and determining a calculation strategy of a road adhesion coefficient according to the longitudinal slip rate; In response to the calculation strategy being a linear region strategy, determining a target wheel among the plurality of wheels according to the current operating condition, determining an initial road adhesion coefficient according to a tire load and a wheel end traction of the target wheel, and determining a linear road adhesion coefficient according to the initial road adhesion coefficient and the longitudinal slip rate; In response to the calculation strategy being the nonlinear region strategy, an operating state of a chassis control system is determined, and a nonlinear road adhesion coefficient is determined according to the operating state and acceleration information.

2. The method for determining the road adhesion coefficient according to claim 1, characterized in that: Determining a target wheel among a plurality of wheels according to the current operating condition includes: Determine the wheel speed of each wheel; In response to the current operating condition being a driving condition, determining a wheel corresponding to a minimum wheel speed among the multiple wheels as the target wheel; In response to the current operating condition being a braking condition, a wheel corresponding to a maximum wheel speed among the multiple wheels is determined as the target wheel.

3. The method for determining the road adhesion coefficient according to claim 1, characterized in that: The determining of the linear road adhesion coefficient according to the initial road adhesion coefficient and the longitudinal slip rate comprises: Performing sliding average filtering on the initial road surface adhesion coefficient to obtain a filtered road surface adhesion coefficient; Performing linear fitting on the filtered road adhesion coefficient and the longitudinal slip rate to obtain a slip coefficient curve; The slope value of the slip coefficient curve is determined, and a retrieved road surface adhesion coefficient corresponding to the slope value is determined according to a preset slope coefficient relationship, and the retrieved road surface adhesion coefficient is determined as the linear road surface adhesion coefficient.

4. The method for determining the road adhesion coefficient according to claim 1, characterized in that: The determining of the nonlinear road adhesion coefficient according to the operating state and the acceleration information comprises: In response to the operating state being an activated state, determining a first historical longitudinal acceleration and a first historical lateral acceleration when the chassis control system is activated in the acceleration information, determining a first road surface adhesion coefficient according to the first historical longitudinal acceleration and the first historical lateral acceleration, and determining the first road surface adhesion coefficient as the nonlinear road surface adhesion coefficient; In response to the operating state being an inactivated state, a real-time longitudinal acceleration and a real-time lateral acceleration are determined in the acceleration information, a second road adhesion coefficient is determined based on the real-time longitudinal acceleration and the real-time lateral acceleration, a historical activation status of the chassis control system is determined, and the nonlinear road adhesion coefficient is determined based on the activation status and the second road adhesion coefficient.

5. The method for determining the road adhesion coefficient according to claim 4, characterized in that: The determining the nonlinear road surface adhesion coefficient according to the activation condition and the second road surface adhesion coefficient comprises: In response to the activation condition being that there is no activation record, determining a maximum value between the linear road adhesion coefficient and the second road adhesion coefficient as the nonlinear road adhesion coefficient; In response to the activation condition being that an activation record exists, a maximum value of the second road surface adhesion coefficient and the first road surface adhesion coefficient is determined as the nonlinear road surface adhesion coefficient.

6. The method for determining the road adhesion coefficient according to claim 1, characterized in that: The calculation strategy for determining the road adhesion coefficient according to the longitudinal slip rate includes: Determining an upper limit value of slip rate and a lower limit value of slip rate in a preset slip rate linear interval; In response to the longitudinal slip ratio being greater than or equal to the slip ratio lower limit value and less than or equal to the slip ratio upper limit value, determining the linear region strategy as the calculation strategy; In response to the longitudinal slip ratio being smaller than the slip ratio lower limit value, or larger than the slip ratio upper limit value, the linear region strategy is determined as the calculation strategy.

7. The method for determining the road adhesion coefficient according to claim 1, characterized in that: Before determining the retrieved road surface adhesion coefficient as the linear road surface adhesion coefficient, the method further includes: Obtain historical longitudinal slip rate samples and historical linear adhesion coefficient samples; By regression analysis and estimation, a slip coefficient relationship curve is constructed according to the historical longitudinal slip rate samples and the historical linear adhesion coefficient samples; Determining a verification road surface adhesion coefficient according to the longitudinal slip rate and the slip coefficient relationship curve, and determining an error value between the road surface adhesion coefficient and the retrieved road surface adhesion coefficient; In response to the error value being greater than a preset difference threshold, the retrieved road surface adhesion coefficient value is replaced with the verified road surface adhesion coefficient value.

8. The method for determining the road adhesion coefficient according to claim 1, characterized in that: The determining of the initial road adhesion coefficient according to the tire load and wheel end traction of the target wheel comprises: The ratio of the wheel end traction force to the tire load is determined as the initial road adhesion coefficient.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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