Vehicle tire wear detection method, medium, program product, equipment and vehicle

Abstract

The invention relates to a vehicle tire wear detection method, a medium, a program product, equipment and a vehicle, and the method comprises the following steps: obtaining time information from a first moment until a target wheel of the vehicle is switched from a first state to a second state, the rotating speed of the target wheel in the first state is different from the rotating speed of the target wheel in the second state; and determining a tire wear detection result of the target wheel at least according to the time information. According to the technical scheme, due to the fact that the friction force needing to be overcome by the tire which is abnormally abraded is small, the time information is small, whether the tire of the target wheel is abraded or not can be determined according to the time information, and the problems that existing tire detection is multiple in influence factor, insufficient in detection precision and tedious in detection are solved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular, to a vehicle tire wear detection method, medium, program product, device, and vehicle. Background Art

[0002] Tire wear is common on all types of vehicles as they operate. This is particularly true for rubber-tyred trams, which use rubber tires. Due to their heavy weight, tires are more susceptible to wear. Furthermore, with their large passenger capacity, tire wear can easily lead to accidents. Therefore, accurate tire wear detection is crucial.

[0003] In the related art, tire wear is typically detected using the following methods. For example, through manual inspection, drivers or maintenance personnel regularly check the wear of the tire tread pattern and determine whether the tire is worn based on experience. However, due to the large number of carriages and wheels, manual inspection is very labor-intensive. Moreover, unlike ordinary vehicles where the tires are directly visible, the tires of rail vehicles are generally hidden, hidden inside the vehicle skirt or in the middle of the track, making manual inspection cumbersome. For example, tire wear can be detected by taking tire images. However, for rail vehicles, the tires are located inside the track, unlike the exposed tires of cars and buses, making image acquisition more difficult. Image acquisition is also affected by lighting and occlusion, which may affect the accuracy of wear determination based on images. Another method is to determine wear by measuring whether the tire radius has decreased. However, due to the small change in tire radius, detection is more difficult. Another method is to determine wear by comparing the tire temperature curve. However, since the tire temperature curve is affected by various factors, including ambient temperature, driving time, and road conditions, the accuracy of the determination may be affected. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a vehicle tire wear detection method, medium, program product, device and vehicle to improve the accuracy of tire wear detection.

[0005] To achieve the above objectives, in a first aspect, the present disclosure provides a vehicle tire wear detection method, the method comprising: Acquire time information from a first moment to when a target wheel of a vehicle switches from a first state to a second state, wherein a rotation speed of the target wheel when in the first state is different from a rotation speed of the target wheel when in the second state; A tire wear detection result of the target wheel is determined based on at least the time information.

[0006] In a second aspect, the present disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle tire wear detection method provided in the first aspect of the present disclosure.

[0007] In a third aspect, the present disclosure provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle tire wear detection method provided in the first aspect of the present disclosure.

[0008] In a fourth aspect, the present disclosure provides an electronic device, comprising: a memory having a computer program stored thereon; A processor is used to execute the computer program in the memory to implement the steps of the vehicle tire wear detection method provided in the first aspect of the present disclosure.

[0009] In a fifth aspect, the present disclosure provides a vehicle, comprising a target wheel, and further comprising a controller, wherein the controller is configured to implement the steps of the vehicle tire wear detection method provided in the first aspect of the present disclosure when executed.

[0010] Through the above technical solution, time information from a first moment to the time when a target wheel of a vehicle switches from a first state to a second state is obtained. Subsequently, a tire wear detection result of the target wheel is determined based at least on the time information. The rotational speed of the target wheel when in the first state is different from the rotational speed of the target wheel when in the second state. The different rotational speeds of the target wheel in the two states can be divided into two situations: the first situation is that the rotational speed of the target wheel in the first state is greater than the rotational speed of the target wheel in the second state, i.e., the rotational speed of the target wheel decreases when switching from the first state to the second state; the second situation is that the rotational speed of the target wheel in the first state is less than the rotational speed of the target wheel in the second state, i.e., the rotational speed of the target wheel increases when switching from the first state to the second state. Regardless of whether the rotational speed of the target wheel decreases or increases when switching from the first state to the second state, the frictional force between the wheel and the track that needs to be overcome by the abnormally worn tire is relatively small. Therefore, if the target wheel is worn, the time information from the first moment to the time when the target wheel switches from the first state to the second state is relatively small. Therefore, based on this time information, whether the tire of the target wheel is worn can be determined. This solves the problems of existing tire detection methods such as multiple influencing factors, insufficient detection accuracy, and cumbersome detection. Moreover, the collection of the time information is not affected by other environmental factors, so whether the tire of the target wheel is worn can be accurately determined based on the time information.

[0011] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings: Figure 1 The figure is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment.

[0013] Figure 2 1 is a schematic diagram illustrating an exemplary architecture of a vehicle tire wear detection device.

[0014] Figure 3 The figure is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment.

[0015] Figure 4 The figure is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment.

[0016] Figure 5 The figure is a schematic diagram showing an example of a vehicle controller collecting wheel rotation information.

[0017] Figure 6 The figure is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment.

[0018] Figure 7 The figure is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment.

[0019] Figure 8 Schematic diagram of a tire wear detection method under traction conditions, which is exemplified.

[0020] Figure 9 The figure is a block diagram of a vehicle tire wear detection device according to an exemplary embodiment.

[0021] Figure 10 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0022] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0023] During the research process, the inventors discovered that after the tires of rail vehicles are worn, there are problems such as the wheel rotation radius becoming smaller, and the grip, that is, the friction, between the tires and the rail beam surface becoming smaller. Three characteristics are derived from this. First, abnormally worn tires have problems such as contact slippage due to the reduced friction between the tires and the rails, which causes the wheel speed to increase; second, when the vehicle starts, the abnormally worn tires will rotate first due to the reduced grip; third, when the vehicle brakes to stop, the abnormally worn tires will lock first and stop rotating first due to the reduced grip. Therefore, the characteristics of abnormally worn tires that are prone to slipping when traction, increased speed, and easy locking when braking can be used to detect whether the tires are worn. Based on this, the present disclosure provides a vehicle tire wear detection method, medium, program product, equipment and vehicle to improve the accuracy of tire wear detection.

[0024] Figure 1 FIG. 1 is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment. The method can be applied to a controller, such as a vehicle controller in a vehicle. Figure 1 As shown, the method may include step 101 and step 102.

[0025] In step 101 , time information from a first moment to when a target wheel of a vehicle switches from a first state to a second state is obtained.

[0026] In step 102, a tire wear detection result of a target wheel is determined based on at least the time information.

[0027] For example, the first moment may be the moment when the vehicle control system issues the command. For another example, due to a certain time delay in command transmission, the first moment may also be the moment after the vehicle control system issues the command. For example, the first moment may be the moment after the vehicle control system issues the command and the vehicle is expected to receive the command. The target wheel may be any wheel on the vehicle.

[0028] By the above technical scheme, the rotating speed when the target wheel is in the first state is different from the rotating speed when the target wheel is in the second state. The rotating speed of the target wheel in the two states is different and can be divided into two situations. In the first situation, the rotating speed when the target wheel is in the first state is greater than the rotating speed when the target wheel is in the second state, i.e., the rotating speed of the target wheel decreases when the target wheel is switched to the second state from the first state. In the second situation, the rotating speed when the target wheel is in the first state is less than the rotating speed when the target wheel is in the second state, i.e., the rotating speed of the target wheel increases when the target wheel is switched to the second state from the first state. No matter whether the rotating speed decreases or increases when the target wheel is switched to the second state from the first state, due to the tire with abnormal wear, its surface pattern is smoother, and the wheel radius is relatively smaller, and the friction between the wheel and the track that needs to be overcome is relatively smaller. Therefore, if the target wheel is worn out, then the time information from the first moment to the time when the target wheel is switched to the second state from the first state is all relatively smaller. So, according to this time information, it can be determined whether the tire of the target wheel is worn out, which has solved the problem that the existing tire detection influencing factors are many, the detection accuracy is not enough, and the detection is complicated. Moreover, the collection of the time information is not affected by other environmental factors, so whether the tire of the target wheel is worn can be accurately determined based on the time information.

[0029] In one embodiment of the present disclosure, the first moment may be the moment when the vehicle control system issues a command, where the command may be used to instruct the vehicle to switch at least a target wheel from the first state to the second state. For example, since the wheels of a vehicle generally operate synchronously, the command may be used to instruct the vehicle to switch all wheels from the first state to the second state.

[0030] Among them, the time information when the target wheel switches from the first state to the second state can be collected by the wheel speed sensor installed on the wheel. The wheel speed sensor is a device commonly installed on the wheel. Therefore, there is no need to install other additional devices to detect the wear of the tire, and no additional cost is added. In addition, the time information is easy to collect and is not affected by other factors such as ambient temperature and noise. Therefore, based on the time information, it can be accurately determined whether the tire of the target wheel is worn.

[0031] In one embodiment, the command issued by the vehicle control system may be a traction command. Accordingly, the speed of the target wheel when in the first state is less than the speed of the target wheel when in the second state. The time information is a first rotation start time, which is the time from the first moment to the second moment, where the second moment is the moment when the target wheel begins to rotate. In this embodiment, the speed of the target wheel when in the first state is, for example, 0, and the speed of the target wheel when in the second state is greater than 0.

[0032] Figure 2 FIG. 1 is an exemplary structural diagram of a vehicle tire wear detection device. Figure 2As shown, the tires are equipped with wheel speed sensors, or speed sensors, that collect tire rotation information. These sensors transmit this information via network messages to the Tramcar Control and Management System (TCMS). The TCMS can also connect to human-computer interaction devices, such as display screens, to transmit early warning information about tire wear detection results to the device, alerting technicians to the wear status. The TCMS can send commands to the traction system, which controls vehicle traction and braking, respectively. The traction system controls vehicle traction and braking, respectively.

[0033] Under traction conditions, when the vehicle starts to pull, the vehicle control system (TCMS) can uniformly output traction commands. As the traction command is output, the traction system gradually increases torque, overcoming the static friction of the entire vehicle and allowing the vehicle to begin moving. During this process, the static friction overcome by each tire varies. Abnormally worn tires have smoother treads, smaller wheel radii, and less static friction with the track. Because the traction forces received by each tire are the same and gradually accumulated, the tire with less static friction will rotate first. In other words, if the first start rotation time is short, for example, less than a corresponding threshold, the target wheel may be an abnormally worn tire.

[0034] In another embodiment, the command issued by the vehicle control system may be a braking command. Accordingly, the rotational speed of the target wheel when in the first state is greater than the rotational speed of the target wheel when in the second state. The time information is a first rotation stop time, where the first rotation stop time is the time from the first moment to a third moment, where the third moment is the moment when the target wheel stops rotating. In this embodiment, the rotational speed of the target wheel when in the first state is greater than 0, and the rotational speed of the target wheel when in the second state is, for example, 0.

[0035] During braking, the vehicle's control system (TCMS) uniformly outputs braking commands. As these commands are issued, the braking unit gradually increases the braking force. When the braking force exceeds the friction, the tires stop rotating, resulting in a locked tire. Similarly, because abnormally worn tires have low static friction with the track, each tire receives the same braking force, which is gradually accumulated. Therefore, the tire with the least friction will lock first. Specifically, if the first stoppage time is short, for example, below a threshold, the target wheel may be abnormally worn.

[0036] In addition, since abnormally worn tires have less friction with the track, they may slip, causing the wheel speed to increase. Therefore, the wear of the tires can also be determined based on the number of rotations and frequency of the wheel.

[0037] The following first introduces an implementation method for determining the tire wear detection result of the target wheel when the target instruction is a braking instruction, that is, under a vehicle traction condition.

[0038] Figure 3 FIG. 1 is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment. Figure 3 As shown, it may include steps 301 to 303, wherein the implementation of step 101 may be as step 301, and the implementation of step 102 may be as step 303.

[0039] In step 301, a first start rotation time of the target wheel is obtained. The first start rotation time is the time from a first moment to a second moment. The first moment may be the moment when the vehicle control system issues a traction command, and the second moment may be the moment when the target wheel starts to rotate.

[0040] In step 302, first traction working condition information of the target wheel is obtained after the vehicle control system issues a traction command at the first moment.

[0041] The traction condition information includes the number of wheel rotations under traction conditions and / or the traction condition rotation frequency. The number of wheel rotations under traction conditions is the total number of wheel rotations from the time the wheel begins rotating until the vehicle speed reaches a preset speed threshold. The traction condition rotation frequency is the average wheel rotation frequency from the time the wheel begins rotating until the time the vehicle reaches a preset duration threshold. For example, the preset speed threshold may be 20 km / h. The preset duration threshold may be 10 seconds. For example, the wheel rotation frequency is periodically collected in 100 millisecond intervals. The average of the rotation frequencies collected within each 10-second interval is calculated as the average wheel rotation frequency during the preset duration threshold.

[0042] The first traction condition information includes the number of target wheel rotations under the first traction condition and the first traction condition rotation frequency. The first traction condition rotation number is the total number of target wheel rotations from the time the target wheel begins rotating until the vehicle speed reaches a preset speed threshold after the vehicle control system issues the traction command at the first moment. The first traction condition rotation frequency is the average frequency of target wheel rotation from the time the target wheel begins rotating until the time the target wheel reaches a preset time threshold after the vehicle control system issues the traction command at the first moment.

[0043] In step 303, a tire wear detection result of the target wheel is determined according to the first rotation start time and the first traction working condition information.

[0044] Among them, under traction conditions, since the friction between the worn tire and the track is relatively small, the wheel is easy to slip, the rotation speed is fast, the rotation frequency is large, and the number of rotations is large. At the same time, based on the first start rotation time of the target wheel, the number of rotations in the first traction condition, and the rotation frequency of the first traction condition, the tire wear detection result of the target wheel can be determined more accurately.

[0045] Figure 4 FIG. 1 is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment. Figure 4 As shown, in addition to step 301 and step 302, the method may further include step 304, and the implementation of step 303 may be as step 3031.

[0046] In step 304, the second start rotation time and second traction working condition information of other wheels after the vehicle control system issues the traction command at the first moment are obtained. The other wheels include wheels of the same type as the target wheel but in a different position in the vehicle.

[0047] The second traction condition information includes the second traction condition rotation number and the second traction condition rotation frequency of the other wheels. The second traction condition rotation number can refer to the above explanation of the traction condition rotation number, and the second traction condition rotation frequency can refer to the above explanation of the traction condition rotation frequency.

[0048] Figure 5 FIG. 1 is a schematic diagram showing an exemplary vehicle controller collecting wheel rotation information. Figure 5 As shown, a vehicle including carriage 1, carriage 2, and carriage 3 is taken as an example. For example, carriage 1 includes running wheel 1 and running wheel 2, and their respective rotation information is collected through running wheel speed sensor 1 and running wheel speed sensor 2 respectively. Carriage 1 includes guide wheel 1 and guide wheel 2, and their respective rotation information is collected through guide wheel speed sensor 1 and guide wheel speed sensor 2 respectively. Carriage 1 includes safety wheel 1 and safety wheel 2, and their respective rotation information is collected through safety wheel speed sensor 1 and safety wheel speed sensor 2 respectively. The tires in carriage 2 and carriage 3 are similar to those in carriage 1. As for the number of various types of wheels in the carriage, Figure 5 This is merely an example and does not limit the embodiments of the present disclosure. For example, a carriage may be provided with four running wheels, eight guide wheels, and four safety wheels. The number of wheels other than the target wheel is not limited and may be one or more.

[0049] Taking the target wheel as the running wheel 1 in car 1 as an example, for example, the other wheels may include the running wheel 2 in the same car, i.e., car 1. For another example, the other wheels may include other running wheels in the same car and different cars, for example, including the running wheel 2 in the same car, i.e., car 1, and the running wheels in cars 2 and 3.

[0050] In step 3031, a tire wear detection result of the target wheel is determined based on the first rotation start time, the first traction operating condition information, the second rotation start time, and the second traction operating condition information.

[0051] Due to issues such as differences in tire pressure, incorrect axle inclination, deformation of the chassis frame, incorrect tire alignment, and different road conditions, there are certain differences in tire wear among vehicles. Therefore, the rotation information of other wheels under the same traction conditions can be used to refer to determine whether the target wheel is worn.

[0052] Through the above technical solution, the other wheels are of the same type as the target wheel but in different positions. Since the same type of tires travel on the same path, their wear conditions are consistent. At the same time, the rotation information of other wheels under the same traction instruction is used to refer to the rotation information of other wheels under the same traction instruction to determine whether the tire of the target wheel is worn. This can avoid the influence of environmental and road conditions and improve the accuracy of tire wear detection.

[0053] In one embodiment, step 3031 may be implemented as follows: Sort the first rotation start time and the second rotation start time in order from earliest to latest; sorting the number of rotations of the target wheel under the first traction working condition and the number of rotations of the other wheels under the second traction working condition in descending order; sorting the first traction working condition rotational frequency of the target wheel and the second traction working condition rotational frequencies of the other wheels in descending order; The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the sorting result of the first start rotation time is located in the first preset number of places, the sorting result of the number of rotations in the first traction condition is located in the first second preset number of places, and the sorting result of the rotation frequency in the first traction condition is located in the first third preset number of places.

[0054] The first preset number, the second preset number, and the third preset number can all be preset and can be the same or different, with no restriction on their values. For example, taking the first preset number, the second preset number, and the third preset number as all being 1, if the target wheel's first start rotation time is the smallest, or if the target wheel's first start rotation time is the smallest, the number of rotations in the first traction condition is the largest, and the first traction condition rotation frequency is the largest, the target wheel's tire can be first determined to be a suspected worn tire, and a test result can then be obtained to determine whether the tire is actually worn. Alternatively, a test result that the tire is worn can be directly obtained.

[0055] In another embodiment, step 3031 may be implemented as follows: Determine first time standard scores of the target wheel and other wheels respectively according to the first start rotation time and the second start rotation time; Determine the first rotation standard scores of the target wheel and the other wheels respectively according to the number of rotations of the target wheel in the first traction working condition and the number of rotations of the other wheels in the second traction working condition; Determine first frequency standard scores of the target wheel and the other wheels respectively according to the first traction working condition rotation frequency of the target wheel and the second traction working condition rotation frequencies of the other wheels; Sort the first time standard scores of the target wheel and other wheels in ascending order; Sort the first lap standard scores of the target wheel and other wheels in descending order; Sort the first frequency standard scores of the target wheel and other wheels in descending order; The tire wear detection result of the target wheel is determined based on a judgment result of whether at least one of the following conditions is met: the first time standard score of the target wheel is a negative number and the sorting result is located in the first fourth preset number of digits, the sorting result of the first lap standard score of the target wheel is located in the first fifth preset number of digits, and the sorting result of the first frequency standard score of the target wheel is located in the first sixth preset number of digits.

[0056] The calculation method for the standard score can refer to relevant techniques: the difference between a value and the average value is divided by the standard deviation to obtain the standard score for that value. If there are multiple other wheels, then correspondingly, there may be multiple second start rotation times, multiple second traction condition rotation numbers, and multiple second traction condition rotation frequencies. Taking the first time standard score as an example, the average and standard deviation of the first and second start rotation times can be calculated. The difference between the first start rotation time and the average value of the target wheel is then calculated and divided by the standard deviation to obtain the first time standard score for the target wheel. The calculation of other standard scores is similar.

[0057] Among them, if the first time standard score of the target wheel is a negative number and the sorting result is in the first four preset digits, it may indicate that the first start rotation time of the target wheel is slightly less than the average value, and the corresponding first time standard score is small, that is, the target wheel rotates first during traction. If the sorting result of the first number of laps standard score of the target wheel is in the first five preset digits, it may indicate that the target wheel has rotated a large number of laps under traction conditions. If the sorting result of the first frequency standard score of the target wheel is in the first six preset digits, it may indicate that the target wheel has a faster rotation frequency under traction conditions. If at least one of these conditions is met, the tire of the target wheel can be first determined as a suspected worn tire, and then a detection result of whether the tire is actually worn can be obtained, or a detection result indicating that the tire is worn can be directly obtained.

[0058] Through the above technical solution, while referring to the rotation information of other wheels under traction conditions to determine whether the tire of the target wheel is worn, not only can the accuracy of tire wear detection be improved, but the wear conditions of each tire can also be sorted according to the rotation information, providing a basis for vehicle operation and maintenance personnel to inspect the tires. Operation and maintenance personnel can only check the tires with the most serious abnormal wear data, thereby improving tire inspection efficiency.

[0059] The vehicle tire wear detection method provided by the present disclosure may further include: obtaining a third start rotation time and third traction working condition information of the target wheel after the vehicle control system issues a traction command at a first historical moment, wherein the first historical moment is earlier than the first moment.

[0060] Accordingly, the implementation method of step 303 can be: determining the tire wear detection result of the target wheel based on the judgment result of whether at least one of the following conditions is met: the time difference between the third start rotation time and the first start rotation time is greater than the first time difference threshold, the difference between the first traction condition rotation number of the target wheel and the third traction condition rotation number of the target wheel is greater than the first number of rotations difference threshold, and the difference between the first traction condition rotation frequency of the target wheel and the third traction condition rotation frequency is greater than the first frequency difference threshold.

[0061] The third traction condition information includes the third traction condition rotation number and the third traction condition rotation frequency of the target wheel. The third traction condition rotation number can be referred to as described above for the traction condition rotation number, and the third traction condition rotation frequency can be referred to as described above for the traction condition rotation frequency.

[0062] In this embodiment, the target wheel's historical rotation information under the same traction command can be compared to determine whether the target wheel is worn. A time difference between the third start rotation time and the first start rotation time greater than a first time difference threshold indicates that the target wheel's start rotation time has decreased and differs significantly from the historical start rotation time. A difference between the number of rotations under the first traction condition and the third traction condition greater than a first number difference threshold indicates that the number of rotations of the target wheel has increased to a certain extent. A difference between the rotation frequency under the first traction condition and the rotation frequency under the third traction condition greater than a first frequency difference threshold indicates that the rotation frequency of the target wheel has increased to a certain extent. If at least one of these conditions is met, it indicates that the target wheel is significantly worn compared to a previous time. The target wheel's tire can be first determined as suspected worn, and then a test result can be obtained to determine whether the tire is actually worn. Alternatively, a test result indicating that the tire is worn can be directly obtained.

[0063] Through the above technical solution, the data of the target wheel itself can be compared, that is, compared with the historical traction working condition rotation information of the target wheel under the same traction instruction, so as to determine whether the target wheel is worn.

[0064] In one embodiment, step 303 may be implemented as follows: determining the tire wear detection result of the target wheel based on a judgment result of whether at least one of the following conditions is met: the first start rotation time of the target wheel is less than a first time threshold, the first traction condition rotation number of the target wheel is greater than a first number threshold, and the first traction condition rotation frequency of the target wheel is greater than a first frequency threshold.

[0065] The first time threshold, first rotation number threshold, and first frequency threshold can all be preset. If the first start rotation time of the target wheel is less than the first time threshold, it indicates that the first start rotation time of the target wheel is relatively early. If the first traction condition rotation number is greater than the first rotation number threshold, it indicates that the target wheel has rotated a large number of times under the traction condition. If the first traction condition rotation frequency is greater than the first frequency threshold, it indicates that the target wheel has rotated a high number of times under the traction condition. If at least one of these conditions is met, the tire of the target wheel can be first determined to be suspected of being worn, and then a detection result can be obtained to determine whether the tire is actually worn. Alternatively, a detection result that the tire is worn can be directly obtained.

[0066] In one embodiment, step 303 may be implemented as follows: the first traction condition rotation number of the target wheel, the first traction condition rotation frequency, and the first start rotation time are input into a pre-trained traction condition tire wear prediction model to obtain the tire wear detection result of the target wheel output by the traction condition tire wear prediction model.

[0067] For example, the traction condition tire wear prediction model can be a deep learning model, a machine learning model, etc. The present disclosure does not limit the type and form of the traction condition tire wear prediction model. Among them, the model training data can be first obtained. The model training data may include the start rotation time, number of rotations, and rotation frequency of the wheels with abnormally worn tires under traction conditions, as well as the start rotation time, number of rotations, and rotation frequency of the wheels with normal tires under traction conditions. The model training data is input into the prediction model for training. When the training is completed, the traction condition tire wear prediction model is obtained. The method of model training can refer to the relevant technology. For example, the traction condition tire wear prediction model is shown as follows: Y1[X]= a 1.T1[X] 2 + a 2.T1[X]+ b 1.F1[X] 2 + b 2.F1[X]+ c 1·N1[X] 2 + c 2·N1[X]+ d ·T1[X]·F1[X]·N1[X] Among them, Y1[X] represents the tire wear prediction model for traction conditions, a 1. a 2. b 1. b 2 、c 1 、c 2. d All represent model coefficients, T1[X] represents the start rotation time of the wheel under traction conditions, F1[X] represents the number of rotations of the wheel under traction conditions, and N1[X] represents the rotation frequency of the wheel under traction conditions.

[0068] Through the above technical solution, since the friction between the worn tires and the track is relatively small, the wheels are prone to slipping and the rotation speed is relatively fast. Therefore, under traction conditions, the tires of wheels that start rotating earlier, rotate more frequently, and rotate more circles may be worn. Based on this, the tire wear detection results of the target wheels can be accurately determined under traction conditions.

[0069] The following describes an implementation method for determining the tire wear detection result of the target wheel when the target instruction is a braking instruction, that is, under a vehicle braking condition.

[0070] Figure 6 FIG. 1 is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment. Figure 6As shown, the process may include steps 501 to 503. Step 101 may be implemented as step 501, and step 102 may be implemented as step 503.

[0071] In step 501, a first stop rotation time of the target wheel is obtained. The first stop rotation time is the time from a first moment to a third moment. The first moment may be the moment when the vehicle control system issues a braking command, and the third moment may be the moment when the target wheel stops rotating.

[0072] In step 502, first braking condition information of the target wheel is obtained after the vehicle control system issues a braking command at the first moment.

[0073] Among them, the braking condition information includes the number of braking condition rotations of the wheel and / or the braking condition rotation frequency. The number of braking condition rotations is the total number of wheel rotations from the time the vehicle control system issues a braking command to the time the wheel stops rotating. The braking condition rotation frequency is the average frequency of wheel rotation from the time the vehicle control system issues a braking command to the time the wheel stops rotating.

[0074] The first braking condition information of the target wheel includes the number of rotations in the first braking condition and the first braking condition rotation frequency. The number of rotations in the first braking condition is the total number of rotations of the target wheel from the time the vehicle control system issues the braking command at the first moment until the target wheel stops rotating. The first braking condition rotation frequency is the average frequency of the target wheel rotation from the time the vehicle control system issues the braking command at the first moment until the target wheel stops rotating. For example, the rotation frequency of the wheel is periodically collected in units of 100ms. The average of the rotation frequencies obtained each time from the time the vehicle control system issues the braking command until the target wheel stops rotating is taken to be the average frequency of the wheel rotation in the braking condition.

[0075] In step 503, a tire wear detection result of the target wheel is determined according to the first rotation stop time and the first braking condition information.

[0076] Among them, under braking conditions, the friction between the worn tire and the track is relatively small, and the wheel locks prematurely. Since the rotation stops prematurely, the number of rotations is small, and the wheel is prone to slipping, and the rotation frequency is large. At the same time, based on the first stop rotation time of the target wheel, the number of rotations in the first braking condition, and the rotation frequency of the first braking condition, the tire wear detection result of the target wheel can be determined more accurately.

[0077] Figure 7 FIG. 1 is a flow chart showing a method for detecting tire wear of a vehicle according to an exemplary embodiment. Figure 7 As shown, in addition to step 501 and step 502, the method may further include step 504, and the implementation of step 503 may be as step 5031.

[0078] In step 504, the second stop rotation time and second braking condition information of other wheels after the vehicle control system issues the braking command at the first moment are obtained.

[0079] The other wheels include wheels of the same type as the target wheel but located in a different position on the vehicle. The second braking condition information includes the number of second braking condition rotations and the second braking condition rotational frequency of the other wheels. The second braking condition rotational number can be described above with reference to the explanation of the braking condition rotational number, and the second braking condition rotational frequency can be described above with reference to the explanation of the braking condition rotational frequency.

[0080] Step 5031: Determine the tire wear detection result of the target wheel according to the first rotation stop time, the first braking condition information, the second rotation stop time, and the second braking condition information.

[0081] Through the above technical solution, by referring to the rotation information of other wheels under the same braking instruction to determine whether the tire of the target wheel is worn, the influence of environmental and road conditions can be avoided and the accuracy of tire wear detection can be improved.

[0082] In one embodiment, step 5031 may be implemented as follows: Arrange the first stop rotation time and the second stop rotation time in order from early to late; Arrange the number of rotations of the target wheel under the first braking condition and the number of rotations of the other wheels under the second braking condition in ascending order; sorting the first braking condition rotation frequency of the target wheel and the second braking condition rotation frequencies of the other wheels in descending order; The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the sorting result of the first stop rotation time is in the first seventh preset number of digits, the sorting result of the first braking condition rotation number of digits is in the first eighth preset number of digits, and the sorting result of the first braking condition rotation frequency is in the first ninth preset number of digits.

[0083] Among them, the sorting result of the first stop rotation time is located in the first seventh preset number of digits, which may indicate that the target wheel stopped rotating early and the target wheel locked in advance under the braking condition. The sorting result of the number of rotations under the first braking condition is located in the first eighth preset number of digits, which may indicate that the target wheel may have a smaller number of rotations under the braking condition due to early locking. The sorting result of the first braking condition rotation frequency is located in the first ninth preset number of digits, which may indicate that the target wheel rotates at a faster frequency under the braking condition. If at least one of these conditions is met, the tire of the target wheel can be first determined as a suspected worn tire, and then a detection result of whether the tire is actually worn can be obtained, or a detection result that the tire is worn can be directly obtained.

[0084] In one embodiment, step 5031 may be implemented as follows: Determine second time standard scores for the target wheel and the other wheels respectively according to the first stop rotation time and the second stop rotation time; Determine the second rotation standard scores of the target wheel and the other wheels respectively according to the number of rotations of the target wheel under the first braking working condition and the number of rotations of the other wheels under the second braking working condition; Determine second frequency standard scores of the target wheel and the other wheels respectively according to the first braking condition rotation frequency of the target wheel and the second braking condition rotation frequencies of the other wheels; Sort the second time standard scores of the target wheel and other wheels in ascending order; Sort the second lap standard scores of the target wheel and other wheels in ascending order; sorting the second frequency standard scores of the target wheel and the other wheels in descending order; The tire wear detection result of the target wheel is determined based on a judgment result of whether at least one of the following conditions is met: the second time standard score of the target wheel is a negative number and the sorting result is located in the first tenth preset number of digits, the second lap standard score of the target wheel is a negative number and the sorting result is located in the first eleventh preset number of digits, and the sorting result of the second frequency standard score of the target wheel is located in the first twelfth preset number of digits.

[0085] Among them, the calculation method of the standard score has been introduced above. If the second time standard score of the target wheel is a negative number and the sorting result is in the first tenth preset number of digits, it may indicate that the first stop rotation time of the target wheel is less than the average value, and the corresponding second time standard score is small, that is, the target wheel is locked first during braking. If the second number of laps standard score of the target wheel is a negative number and the sorting result is in the first eleventh preset number of digits, it may indicate that the number of rotations of the target wheel under braking conditions is small. If the sorting result of the second frequency standard score of the target wheel is in the first twelfth preset number of digits, it may indicate that the rotation frequency of the target wheel under braking conditions is large. If at least one of these conditions is met, the tire of the target wheel can be first determined as a suspected worn tire, and then a detection result of whether the tire is actually worn can be obtained, or a detection result that the tire is worn can be directly obtained.

[0086] Through the above technical solution, while referring to the rotation information of other wheels under braking conditions to determine whether the tire of the target wheel is worn, not only can the accuracy of tire wear detection be improved, but the wear conditions of each tire can also be sorted according to the rotation information, providing a basis for vehicle operation and maintenance personnel to inspect the tires.

[0087] The vehicle tire wear detection method provided by the present disclosure may also include: obtaining a third stop rotation time and third braking condition information of the target wheel after the vehicle control system issues a braking command at a second historical moment, wherein the second historical moment is earlier than the first moment.

[0088] Accordingly, the implementation method of step 503 can be: determining the tire wear detection result of the target wheel based on the judgment result of whether at least one of the following conditions is met: the time difference between the third stop rotation time and the first stop rotation time is greater than the second time difference threshold, the difference between the third braking condition rotation number of the target wheel and the first braking condition rotation number of the target wheel is greater than the second number of rotations difference threshold, and the difference between the first braking condition rotation frequency and the third braking condition rotation frequency of the target wheel is greater than the second frequency difference threshold.

[0089] The third braking condition information includes the third braking condition rotation number and the third braking condition rotation frequency of the target wheel. The third braking condition rotation number can be referred to as described above for the third braking condition rotation number, and the third braking condition rotation frequency can be referred to as described above for the third braking condition rotation frequency.

[0090] In this embodiment, the target wheel can be compared with the historical rotation information of the target wheel under the same braking instruction to determine whether the target wheel is worn. Specifically, if the time difference between the third stop rotation time and the first stop rotation time is greater than the second time difference threshold, it can indicate that the stop rotation time of the target wheel has become shorter and is significantly different from the historical stop rotation time. If the difference between the number of rotations of the target wheel in the third braking condition and the number of rotations of the target wheel in the first braking condition is greater than the second number of rotations difference threshold, it can indicate that the number of rotations of the target wheel may have been reduced to a certain extent due to premature locking. If the difference between the first braking condition rotation frequency and the third braking condition rotation frequency is greater than the second frequency difference threshold, it can indicate that the rotation frequency of the target wheel has become faster to a certain extent. If at least one of these conditions is met, it can indicate that the target wheel has shown more obvious wear than before. The tire of the target wheel can first be determined as a suspected worn tire, and then a detection result of whether the tire is actually worn can be obtained. Alternatively, a detection result indicating that the tire is worn can be directly obtained.

[0091] Through the above technical solution, the data of the target wheel itself can be compared, that is, compared with the historical braking condition rotation information of the target wheel under the same braking instruction, so as to determine whether the target wheel is worn.

[0092] In one embodiment, the implementation method of step 503 may be: determining the tire wear detection result of the target wheel based on the judgment result of whether at least one of the following conditions is met: the first stop rotation time is less than the second time threshold, the first braking condition rotation number of the target wheel is less than the second number threshold, and the first braking condition rotation frequency of the target wheel is greater than the second frequency threshold.

[0093] The second time threshold, second rotation threshold, and second frequency threshold described above can all be preset. If the target wheel's first stop rotation time is less than the second time threshold, it indicates that the target wheel first stopped rotation earlier. If the number of rotations in the first braking condition is less than the second rotation threshold, it indicates that the target wheel rotated fewer times under the braking condition. If the first braking condition rotation frequency is greater than the second frequency threshold, it indicates that the target wheel rotated faster under the braking condition. If at least one of these conditions is met, the target wheel's tire can be first determined to be suspected of being worn, and then a test result can be obtained to determine whether the tire is actually worn. Alternatively, a test result indicating that the tire is worn can be directly obtained.

[0094] In one embodiment, step 503 may be implemented as follows: the first braking condition rotation number of the target wheel, the first braking condition rotation frequency, and the first stop rotation time are input into a pre-trained braking condition tire wear prediction model to obtain the tire wear detection result of the target wheel output by the braking condition tire wear prediction model.

[0095] For example, the traction condition tire wear prediction model can be a deep learning model, a machine learning model, etc. The present disclosure does not limit the type and form of the traction condition tire wear prediction model. Among them, the model training data can be first obtained. The model training data may include the stop rotation time, number of rotations, and rotation frequency of the wheels of abnormally worn tires under braking conditions, as well as the stop rotation time, number of rotations, and rotation frequency of the wheels of normal tires under braking conditions. The model training data is input into the prediction model for training. When the training is completed, the braking condition tire wear prediction model is obtained. The method of model training can refer to the relevant technology. For example, the braking condition tire wear prediction model is shown as follows: Y2[X]= x 1.T2[X] 2 + x 2·T2[X]+ y 1.F2[X] 2 + y 2·F2[X]+ m 1·N2[X] 2 + m 2·N2[X]+ w ·T2[X]·F2[X]·N2[X] Among them, Y2[X] represents the tire wear prediction model under braking conditions, x 1. x 2. y 1. y 2 、m 1 、m 2. w All represent model coefficients, T2[X] represents the time when the wheel stops rotating under braking conditions, F2[X] represents the number of rotations of the wheel under braking conditions, and N2[X] represents the rotation frequency of the wheel under braking conditions.

[0096] Through the above technical solution, the friction between the worn tire and the track is relatively small, and the wheel locks prematurely. Since the rotation stops prematurely, the number of rotations is fewer, the wheel is prone to slipping, and the rotation frequency is faster. Therefore, under braking conditions, the tires of the wheels that stop rotating earlier, have a higher rotation frequency, and have fewer rotations may be worn. Based on this, the tire wear detection results of the target wheels can be accurately determined under braking conditions.

[0097] In the present disclosure, step 102 may include: determining, based at least on the time information, whether the tire of the target wheel is a suspected worn tire; A tire wear detection result is determined based on a determination result of whether the tire of the target wheel is a suspected worn tire.

[0098] In one embodiment, determining the tire wear detection result based on the determination result of whether the tire of the target wheel is a suspected worn tire may include: If the determination result indicates that the tire of the target wheel is suspected to be worn, a prompt message is output, and the prompt message is used to manually confirm the wear information of the tire of the target wheel; When confirmation information indicating that the tire of the target wheel has been worn is received, a tire wear detection result indicating that the tire of the target wheel has been worn is obtained.

[0099] For example, Figure 2 The illustrated human-computer interaction device outputs a prompt message to prompt the operator to manually inspect the target wheel. If the operator confirms that the target wheel is worn after inspection, they can enter confirmation information indicating that the tire of the target wheel is worn on the human-computer interaction device, such as by clicking a "Target Wheel Worn" button. If the operator confirms that the target wheel is not worn after inspection, they can enter confirmation information indicating that the tire of the target wheel is not worn on the human-computer interaction device, such as by clicking a "Target Wheel Not Worn" button.

[0100] In this way, determining whether the target wheel's tire is suspected of being worn, based at least on the time information, can provide a basis for vehicle maintenance personnel to conduct tire inspections. For example, they can restrict inspections to suspected worn tires, improving tire inspection efficiency. Furthermore, if the maintenance personnel inspect the suspected worn tire and find it unworn, they can adjust the corresponding threshold range, such as the first time threshold, to make the set threshold more precise.

[0101] In one embodiment, determining a tire wear detection result based on a determination result of whether the tire of the target wheel is a suspected worn tire includes: Obtaining a history of the number of times the tire of the target wheel is determined to be a suspected worn tire; The tire wear detection result is obtained based on the determination result and the historical number of times.

[0102] The target wheel's tire may have been historically determined to be suspected of being worn, which can be determined based on rotational information under traction conditions or under braking conditions, without limitation. For example, a threshold number of occurrences may be set. If the determination result indicates that the target wheel's tire is suspected of being worn, then if the historical number of occurrences plus the number of occurrences of the tire being suspected of being worn is greater than or equal to the threshold number of occurrences, a tire wear detection result indicating that the target wheel's tire is worn may be obtained. If the historical number of occurrences is less than the threshold number of occurrences, a tire wear detection result indicating that the target wheel's tire is not worn may be obtained.

[0103] By using the above technical solution and combining the historical number of times the tire of the target wheel is determined to be a suspected worn tire, the tire wear detection result is obtained, which can avoid misjudgment as much as possible and improve the accuracy of the tire wear detection result.

[0104] It should be noted that, for the various thresholds involved in the above embodiments, such as the quantity thresholds, the number of cycles thresholds, the frequency thresholds, etc., the present disclosure does not impose any restrictions on their values.

[0105] It is worth noting that the vehicle tire wear detection method disclosed in the present invention is based on the premise that the tire pressures of the individual tires are close.

[0106] In addition, regarding the execution order between each step, the execution order shown in the figure is only one of the implementation methods. For example, step 301 and step 302 can be executed simultaneously, or step 302 can be executed before step 301. The present disclosure does not limit the execution order between steps.

[0107] The method of the present disclosure is described below with an embodiment. Figure 8 is a schematic diagram showing a tire wear detection method under traction conditions, as shown in FIG. Figure 8 As shown, at 0ms, TCMS outputs traction instruction T0. At 50ms, the traction system of car 1 (i.e., car 1) outputs torque, the traction system of car 2 (i.e., car 2) outputs torque, and the traction system of car 3 (i.e., car 3) outputs torque. At 200ms, tire 4 in car 1 starts to rotate, and its start rotation time is T1[4]. At 300ms, tires 1, 2, and 3 in car 1, tire m in car 2, and tire n in car 3 all start to rotate, and their start rotation times are recorded as T1[1], T1[2], T1[3], T1[m], and T1[n], respectively. The wheel speed sensors corresponding to each wheel start collecting rotation frequencies respectively. The rotation frequency of car 1 tire 1 is recorded as F[1], the rotation frequency of car 1 tire 2 is recorded as F[2], the rotation frequency of car 1 tire 3 is recorded as F[3], the rotation frequency of car 1 tire 4 is recorded as F[4], the rotation frequency of car 2 tire m is recorded as F[m], and the rotation frequency of car 3 tire n is recorded as F[n]. Since tire 4 starts rotating earlier, its rotation frequency is collected relatively early. At 600ms, the vehicle speed reaches the preset speed threshold, and the number of rotations of each tire under traction conditions is obtained. The number of rotations of car 1 tire 1 is recorded as N[1], the number of rotations of car 1 tire 2 is recorded as N[2], the number of rotations of car 1 tire 3 is recorded as N[3], the number of rotations of car 1 tire 4 is recorded as N[4], the number of rotations of car 2 tire m is recorded as N[m], and the number of rotations of car 3 tire n is recorded as N[n]. For example, if it is detected that the tire 4 starts rotating the earliest and the number of times this situation occurs is greater than a set threshold, it can be determined that the tire 4 is worn.

[0108] It should be noted that this embodiment is merely an example and does not limit the embodiments of the present disclosure.

[0109] Based on the same inventive concept, the present disclosure also provides a vehicle tire wear detection device, Figure 9 is a block diagram of a vehicle tire wear detection device according to an exemplary embodiment. Figure 9 As shown, the apparatus 800 may include: a time information acquisition module 801 for acquiring time information from a first moment to when a target wheel of a vehicle switches from a first state to a second state, wherein a rotation speed of the target wheel when in the first state is different from a rotation speed of the target wheel when in the second state; The result determination module 802 is configured to determine the tire wear detection result of the target wheel at least based on the time information.

[0110] Optionally, the first moment is the moment when a vehicle control system issues an instruction, and the instruction is used to instruct the vehicle to at least switch the target wheel from the first state to the second state.

[0111] Optionally, the instruction is a traction instruction, and accordingly, the speed of the target wheel when it is in the first state is less than the speed of the target wheel when it is in the second state, and the time information is the first start rotation time, which is the time from the first moment to the second moment, and the second moment is the moment when the target wheel starts to rotate.

[0112] Optionally, the apparatus 800 further includes: a first acquisition module, configured to acquire first traction operating condition information of the target wheel after the vehicle control system issues the traction command at the first moment, wherein the traction operating condition information includes the number of traction operating condition rotations of the wheel and / or the traction operating condition rotation frequency, wherein the number of traction operating condition rotations is the total number of rotations of the wheel from the start of rotation of the wheel to the vehicle speed reaching a preset speed threshold, and the traction operating condition rotation frequency is the average frequency of the wheel rotation from the start of rotation of the wheel to the time when the timed duration reaches a preset time threshold; The result determination module 802 includes: The first result determination submodule is configured to determine a tire wear detection result of the target wheel according to the first rotation start time and the first traction working condition information.

[0113] Optionally, the apparatus 800 further includes: a second acquisition module, configured to acquire second rotation start time and second traction operating condition information of other wheels after the vehicle control system issues the traction command at the first moment, wherein the other wheels include wheels of the vehicle that are of the same type as the target wheel but in a different position; The first result determination submodule includes: The first determining submodule is configured to determine a tire wear detection result of the target wheel according to the first rotation start time, the first traction working condition information, the second rotation start time, and the second traction working condition information.

[0114] Optionally, the first determining submodule is configured to: sorting the first rotation start time and the second rotation start time in order from earliest to latest; sorting the number of rotations of the target wheel under the first traction working condition and the number of rotations of the other wheels under the second traction working condition in descending order; sorting the first traction working condition rotational frequency of the target wheel and the second traction working condition rotational frequencies of the other wheels in descending order; The tire wear detection result of the target wheel is determined based on a judgment result of whether at least one of the following conditions is met: the sorting result of the first start rotation time is located in the first preset number of digits, the sorting result of the number of rotations of the first traction condition is located in the first preset number of digits, and the sorting result of the rotation frequency of the first traction condition is located in the first preset number of digits.

[0115] Optionally, the first determining submodule includes: a second determining submodule, configured to determine first time standard scores of the target wheel and the other wheels respectively according to the first rotation start time and the second rotation start time; a third determining submodule, configured to determine first lap standard scores of the target wheel and the other wheels respectively according to the number of rotations of the target wheel under the first traction working condition and the number of rotations of the other wheels under the second traction working condition; a fourth determining submodule, configured to determine first frequency standard scores of the target wheel and the other wheels respectively according to the first traction working condition rotational frequency of the target wheel and the second traction working condition rotational frequency of the other wheels; A first sorting submodule is configured to sort the first time standard scores of the target wheel and the other wheels in ascending order; A second sorting submodule is configured to sort the first lap standard scores of the target wheel and the other wheels in descending order; a third sorting submodule, configured to sort the first frequency standard scores of the target wheel and the other wheels in descending order; The fifth determination submodule is used to determine the tire wear detection result of the target wheel based on the judgment result of whether at least one of the following conditions is met: the first time standard score of the target wheel is a negative number and the sorting result is located in the first fourth preset number of digits, the sorting result of the first lap standard score of the target wheel is located in the first fifth preset number of digits, and the sorting result of the first frequency standard score of the target wheel is located in the first sixth preset number of digits.

[0116] Optionally, the apparatus 800 further includes: a third acquisition module, configured to acquire a third start rotation time and third traction working condition information of the target wheel after the vehicle control system issues the traction instruction at a first historical moment, wherein the first historical moment is earlier than the first moment; The first result determination submodule is configured to: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the time difference between the third start rotation time and the first start rotation time is greater than the first time difference threshold, the difference between the first traction working condition rotation number of the target wheel and the third traction working condition rotation number of the target wheel is greater than the first number of rotation difference threshold, and the difference between the first traction working condition rotation frequency of the target wheel and the third traction working condition rotation frequency is greater than the first frequency difference threshold.

[0117] Optionally, the first result determination submodule is used to: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the first start rotation time is less than the first time threshold, the number of rotations of the target wheel in the first traction working condition is greater than the first number threshold, and the first traction working condition rotation frequency of the target wheel is greater than the first frequency threshold.

[0118] Optionally, the first result determination submodule is used to: input the first traction condition rotation number, the first traction condition rotation frequency, and the first start rotation time of the target wheel into a pre-trained traction condition tire wear prediction model to obtain the tire wear detection result of the target wheel output by the traction condition tire wear prediction model.

[0119] Optionally, the instruction is a braking instruction, and accordingly, the speed of the target wheel when it is in the first state is greater than the speed of the target wheel when it is in the second state, and the time information is the first stop rotation time, which is the time from the first moment to the third moment, and the third moment is the moment when the target wheel stops rotating.

[0120] Optionally, the apparatus 800 further includes: a fourth acquisition module, configured to acquire first braking condition information of the target wheel after the vehicle control system issues the braking command at the first moment, wherein the braking condition information includes the number of braking condition rotations of the wheel and / or the braking condition rotation frequency, the number of braking condition rotations being the total number of rotations of the wheel from the time the vehicle control system issues the braking command until the wheel stops rotating, and the braking condition rotation frequency being the average frequency of the wheel rotation from the time the vehicle control system issues the braking command until the wheel stops rotating; The result determination module 802 includes: The second result determination submodule is configured to determine a tire wear detection result of the target wheel according to the first rotation stop time and the first braking condition information.

[0121] Optionally, the apparatus 800 further includes: a fifth acquisition module, configured to acquire second rotation stop time and second braking condition information of other wheels after the vehicle control system issues the braking command at the first moment, wherein the other wheels include wheels of the vehicle that are of the same type as the target wheel but in a different position; The second result determination submodule includes: The sixth determination submodule is configured to determine a tire wear detection result of the target wheel according to the first rotation stop time, the first braking condition information, the second rotation stop time, and the second braking condition information.

[0122] Optionally, the sixth determining submodule is configured to: sorting the first rotation stop time and the second rotation stop time in order from earliest to latest; sorting the number of rotations of the target wheel under the first braking condition and the number of rotations of the other wheels under the second braking condition in ascending order; sorting the first braking condition rotational frequency of the target wheel and the second braking condition rotational frequencies of the other wheels in descending order; The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the sorting result of the first stop rotation time is in the first seventh preset number of digits, the sorting result of the first braking condition rotation number of digits is in the first eighth preset number of digits, and the sorting result of the first braking condition rotation frequency is in the first ninth preset number of digits.

[0123] Optionally, the sixth determining submodule includes: a seventh determining submodule, configured to determine second time standard scores of the target wheel and the other wheels respectively according to the first stop rotation time and the second stop rotation time; An eighth determining submodule, configured to determine second rotation standard scores of the target wheel and the other wheels respectively according to the number of rotations of the target wheel under the first braking working condition and the number of rotations of the other wheels under the second braking working condition; a ninth determining submodule, configured to determine second frequency standard scores of the target wheel and the other wheels respectively according to the first braking condition rotational frequency of the target wheel and the second braking condition rotational frequency of the other wheels; A fourth sorting submodule, configured to sort the second time standard scores of the target wheel and the other wheels in ascending order; A fifth sorting submodule, configured to sort the second lap standard scores of the target wheel and the other wheels in ascending order; a sixth sorting submodule, configured to sort the second frequency standard scores of the target wheel and the other wheels in descending order; a tenth determination submodule, configured to determine the tire wear detection result of the target wheel based on a judgment result of whether at least one of the following conditions is met: the second time standard score of the target wheel is a negative number and the sorting result is located in the first tenth preset number of digits, the second lap standard score of the target wheel is a negative number and the sorting result is located in the first eleventh preset number of digits, and the sorting result of the second frequency standard score of the target wheel is located in the first twelfth preset number of digits.

[0124] Optionally, the apparatus 800 further includes: a sixth acquisition module, configured to acquire a third stop rotation time and third braking condition information of the target wheel after the vehicle control system issues the braking command at a second historical moment, wherein the second historical moment is earlier than the first moment; The second result determination submodule is used for: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the time difference between the third stop rotation time and the first stop rotation time is greater than the second time difference threshold, the difference between the third braking condition rotation number of the target wheel and the first braking condition rotation number of the target wheel is greater than the second number of rotations difference threshold, and the difference between the first braking condition rotation frequency and the third braking condition rotation frequency of the target wheel is greater than the second frequency difference threshold.

[0125] Optionally, the second result determination submodule is used to: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the first stop rotation time is less than the second time threshold, the first braking condition rotation number of the target wheel is less than the second number threshold, and the first braking condition rotation frequency of the target wheel is greater than the second frequency threshold.

[0126] Optionally, the second result determination submodule is used to: The number of rotations of the target wheel under the first braking condition, the first braking condition rotation frequency, and the first stop rotation time are input into a pre-trained braking condition tire wear prediction model to obtain the tire wear detection result of the target wheel output by the braking condition tire wear prediction model.

[0127] Optionally, the result determination module 802 includes: an eleventh determining submodule, configured to determine whether the tire of the target wheel is a suspected worn tire based at least on the time information; The twelfth determining submodule is configured to determine the tire wear detection result according to the determination result of whether the tire of the target wheel is a suspected worn tire.

[0128] Optionally, the twelfth determining submodule is used to: If the determination result indicates that the tire of the target wheel is the suspected worn tire, outputting prompt information, wherein the prompt information is used to manually confirm the wear information of the tire of the target wheel; When confirmation information indicating that the tire of the target wheel has been worn is received, a tire wear detection result indicating that the tire of the target wheel has been worn is obtained.

[0129] Optionally, the twelfth determining submodule is used to: Obtaining a historical number of times that the tire of the target wheel is determined to be the suspected worn tire; The tire wear detection result is obtained according to the determination result and the historical number of times.

[0130] Figure 10 FIG. 7 is a block diagram of an electronic device 700 according to an exemplary embodiment. Figure 10 As shown, the electronic device 700 may include: a processor 701 , a memory 702 , and may further include one or more of a multimedia component 703 , an input / output (I / O) interface 704 , and a communication component 705 .

[0131] The processor 701 is used to control the overall operation of the electronic device 700 to complete all or part of the steps in the above-mentioned vehicle tire wear detection method. The memory 702 is used to store various types of data to support the operation of the electronic device 700. This data may include, for example, instructions for any application or method operating on the electronic device 700, as well as application-related data such as contact information, sent and received messages, images, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 702 or transmitted via the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 704 provides an interface between the processor 701 and other interface modules, which may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more thereof, is not limited here. Therefore, the corresponding communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0132] In an exemplary embodiment, the electronic device 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-mentioned vehicle tire wear detection method.

[0133] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided. When executed by a processor, the program instructions implement the steps of the above-described vehicle tire wear detection method. For example, the computer-readable storage medium may be the aforementioned memory 702 including the program instructions. The program instructions may be executed by the processor 701 of the electronic device 700 to implement the above-described vehicle tire wear detection method.

[0134] In another exemplary embodiment, a computer program product is further provided. The computer program product includes a computer program executable by a programmable device, and has a code portion for performing the above-mentioned vehicle tire wear detection method when executed by the programmable device.

[0135] In another exemplary embodiment, a vehicle is provided. The vehicle includes a target wheel and a controller. The controller is configured to implement the steps of the above-mentioned vehicle tire wear detection method when executed.

[0136] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0137] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0138] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle tire wear detection method, characterized in that: The method comprises: Acquire time information from a first moment to when a target wheel of a vehicle switches from a first state to a second state, wherein a rotation speed of the target wheel when in the first state is different from a rotation speed of the target wheel when in the second state; A tire wear detection result of the target wheel is determined based on at least the time information.

2. The method according to claim 1, characterized in that The first moment is the moment when the vehicle control system issues an instruction, and the instruction is used to instruct the vehicle to at least switch the target wheel from the first state to the second state.

3. The method according to claim 2, characterized in that The instruction is a traction instruction. Accordingly, the rotation speed of the target wheel when it is in the first state is less than the rotation speed of the target wheel when it is in the second state. The time information is the first start rotation time. The first start rotation time is the time from the first moment to the second moment. The second moment is the moment when the target wheel starts to rotate.

4. The method according to claim 3, characterized in that The method further comprises: obtaining first traction operating condition information of the target wheel after the vehicle control system issues the traction command at the first moment, wherein the traction operating condition information includes the number of traction operating condition rotations of the wheel and / or the traction operating condition rotation frequency, the number of traction operating condition rotations being the total number of rotations of the wheel from the time the wheel starts rotating to the time the vehicle speed reaches a preset speed threshold, and the traction operating condition rotation frequency being the average frequency of the wheel rotation from the time the wheel starts rotating to the time the timing reaches a preset time threshold; The determining, at least based on the time information, a tire wear detection result of the target wheel includes: A tire wear detection result of the target wheel is determined according to the first rotation start time and the first traction working condition information.

5. The method according to claim 4, characterized in that The method further comprises: Obtaining second rotation start time and second traction working condition information of other wheels after the vehicle control system issues the traction command at the first moment, wherein the other wheels include wheels of the vehicle that are of the same type as the target wheel but in a different position; The determining, based on the first rotation start time and the first traction working condition information, a tire wear detection result of the target wheel includes: A tire wear detection result of the target wheel is determined according to the first rotation start time, the first traction operating condition information, the second rotation start time, and the second traction operating condition information.

6. The method according to claim 5, characterized in that The determining the tire wear detection result of the target wheel according to the first rotation start time, the first traction working condition information, the second rotation start time, and the second traction working condition information includes: sorting the first rotation start time and the second rotation start time in order from earliest to latest; sorting the number of rotations of the target wheel under the first traction working condition and the number of rotations of the other wheels under the second traction working condition in descending order; sorting the first traction working condition rotational frequency of the target wheel and the second traction working condition rotational frequencies of the other wheels in descending order; The tire wear detection result of the target wheel is determined based on a judgment result of whether at least one of the following conditions is met: the sorting result of the first start rotation time is located in the first preset number of digits, the sorting result of the number of rotations of the first traction condition is located in the first preset number of digits, and the sorting result of the rotation frequency of the first traction condition is located in the first preset number of digits.

7. The method according to claim 5, characterized in that The determining the tire wear detection result of the target wheel according to the first rotation start time, the first traction working condition information, the second rotation start time, and the second traction working condition information includes: Determine first time standard scores for the target wheel and the other wheels respectively according to the first rotation start time and the second rotation start time; Determining first lap standard scores for the target wheel and the other wheels respectively according to the number of rotations of the target wheel under the first traction working condition and the number of rotations of the other wheels under the second traction working condition; determining first frequency standard scores of the target wheel and the other wheels respectively according to the first traction working condition rotational frequency of the target wheel and the second traction working condition rotational frequency of the other wheels; sorting the first time standard scores of the target wheel and the other wheels in ascending order; Arrange the first lap standard scores of the target wheel and the other wheels in descending order; sorting the first frequency standard scores of the target wheel and the other wheels in descending order; The tire wear detection result of the target wheel is determined based on a judgment result of whether at least one of the following conditions is met: the first time standard score of the target wheel is a negative number and the sorting result is located in the first fourth preset number of digits, the sorting result of the first lap standard score of the target wheel is located in the first fifth preset number of digits, and the sorting result of the first frequency standard score of the target wheel is located in the first sixth preset number of digits.

8. The method according to claim 4, characterized in that The method further comprises: Obtaining a third start rotation time and third traction working condition information of the target wheel after the vehicle control system issues the traction instruction at a first historical moment, wherein the first historical moment is earlier than the first moment; The determining, based on the first rotation start time and the first traction working condition information, a tire wear detection result of the target wheel includes: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the time difference between the third start rotation time and the first start rotation time is greater than the first time difference threshold, the difference between the first traction working condition rotation number of the target wheel and the third traction working condition rotation number of the target wheel is greater than the first number of rotation difference threshold, and the difference between the first traction working condition rotation frequency of the target wheel and the third traction working condition rotation frequency is greater than the first frequency difference threshold.

9. The method according to claim 4, characterized in that The determining, based on the first rotation start time and the first traction working condition information, a tire wear detection result of the target wheel includes: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the first start rotation time is less than the first time threshold, the number of rotations of the target wheel in the first traction working condition is greater than the first number threshold, and the first traction working condition rotation frequency of the target wheel is greater than the first frequency threshold.

10. The method according to claim 4, characterized in that The determining, based on the first rotation start time and the first traction working condition information, a tire wear detection result of the target wheel includes: The number of rotations of the target wheel under the first traction condition, the first traction condition rotation frequency, and the first start rotation time are input into a pre-trained traction condition tire wear prediction model to obtain the tire wear detection result of the target wheel output by the traction condition tire wear prediction model.

11. The method according to claim 2, characterized in that The instruction is a braking instruction. Accordingly, the rotation speed of the target wheel when it is in the first state is greater than the rotation speed of the target wheel when it is in the second state. The time information is the first stop rotation time. The first stop rotation time is the time from the first moment to the third moment. The third moment is the moment when the target wheel stops rotating.

12. The method according to claim 11, characterized in that The method further comprises: Obtaining first braking condition information of the target wheel after the vehicle control system issues the braking command at the first moment, wherein the braking condition information includes the number of braking condition rotations of the wheel and / or the braking condition rotation frequency, the number of braking condition rotations being the total number of rotations of the wheel from the time the vehicle control system issues the braking command until the wheel stops rotating, and the braking condition rotation frequency being the average frequency of the wheel rotation from the time the vehicle control system issues the braking command until the wheel stops rotating; The determining, at least based on the time information, a tire wear detection result of the target wheel includes: A tire wear detection result of the target wheel is determined according to the first rotation stop time and the first braking condition information.

13. The method according to claim 12, characterized in that The method further comprises: Obtaining second stop rotation time and second braking condition information of other wheels after the vehicle control system issues the braking command at the first moment, wherein the other wheels include wheels of the vehicle that are of the same type as the target wheel but in a different position; The determining the tire wear detection result of the target wheel according to the first stop rotation time and the first braking condition information includes: A tire wear detection result of the target wheel is determined according to the first rotation stop time, the first braking operating condition information, the second rotation stop time, and the second braking operating condition information.

14. The method according to claim 13, wherein: The determining the tire wear detection result of the target wheel according to the first rotation stop time, the first braking condition information, the second rotation stop time, and the second braking condition information includes: sorting the first rotation stop time and the second rotation stop time in order from earliest to latest; sorting the number of rotations of the target wheel under the first braking condition and the number of rotations of the other wheels under the second braking condition in ascending order; sorting the first braking condition rotational frequency of the target wheel and the second braking condition rotational frequencies of the other wheels in descending order; The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the sorting result of the first stop rotation time is in the first seventh preset number of digits, the sorting result of the first braking condition rotation number of digits is in the first eighth preset number of digits, and the sorting result of the first braking condition rotation frequency is in the first ninth preset number of digits.

15. The method according to claim 13, characterized in that The determining the tire wear detection result of the target wheel according to the first rotation stop time, the first braking condition information, the second rotation stop time, and the second braking condition information includes: Determining second time standard scores for the target wheel and the other wheels respectively according to the first stop rotation time and the second stop rotation time; Determining second lap standard scores for the target wheel and the other wheels respectively according to the number of rotations of the target wheel under the first braking working condition and the number of rotations of the other wheels under the second braking working condition; determining second frequency standard scores of the target wheel and the other wheels respectively according to the first braking condition rotational frequency of the target wheel and the second braking condition rotational frequency of the other wheels; sorting the second time standard scores of the target wheel and the other wheels in ascending order; sorting the second lap standard scores of the target wheel and the other wheels in ascending order; sorting the second frequency standard scores of the target wheel and the other wheels in descending order; The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the second time standard score of the target wheel is a negative number and the sorting result is located in the first tenth preset number of digits, the second lap standard score of the target wheel is a negative number and the sorting result is located in the first eleventh preset number of digits, and the sorting result of the second frequency standard score of the target wheel is located in the first twelfth preset number of digits.

16. The method according to claim 12, characterized in that The method further comprises: Obtaining a third stop rotation time and third braking condition information of the target wheel after the vehicle control system issues the braking command at a second historical moment, wherein the second historical moment is earlier than the first moment; The determining the tire wear detection result of the target wheel according to the first stop rotation time and the first braking condition information includes: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the time difference between the third stop rotation time and the first stop rotation time is greater than the second time difference threshold, the difference between the third braking condition rotation number of the target wheel and the first braking condition rotation number of the target wheel is greater than the second number of rotations difference threshold, and the difference between the first braking condition rotation frequency and the third braking condition rotation frequency of the target wheel is greater than the second frequency difference threshold.

17. The method according to claim 12, wherein: The determining the tire wear detection result of the target wheel according to the first stop rotation time and the first braking condition information includes: The tire wear detection result of the target wheel is determined based on the judgment result of whether at least one of the following conditions is met: the first stop rotation time is less than the second time threshold, the first braking condition rotation number of the target wheel is less than the second number threshold, and the first braking condition rotation frequency of the target wheel is greater than the second frequency threshold.

18. The method according to claim 12, wherein: The determining the tire wear detection result of the target wheel according to the first stop rotation time and the first braking condition information includes: The number of rotations of the target wheel under the first braking condition, the first braking condition rotation frequency, and the first stop rotation time are input into a pre-trained braking condition tire wear prediction model to obtain the tire wear detection result of the target wheel output by the braking condition tire wear prediction model.

19. The method according to claim 1, wherein The determining, at least based on the time information, a tire wear detection result of the target wheel includes: determining, based at least on the time information, whether the tire of the target wheel is a suspected worn tire; The tire wear detection result is determined according to a determination result of whether the tire of the target wheel is a suspected worn tire.

20. The method according to claim 19, characterized in that The determining of the tire wear detection result according to the determination result of whether the tire of the target wheel is a suspected worn tire includes: If the determination result indicates that the tire of the target wheel is the suspected worn tire, outputting prompt information, wherein the prompt information is used to manually confirm the wear information of the tire of the target wheel; When confirmation information indicating that the tire of the target wheel has been worn is received, a tire wear detection result indicating that the tire of the target wheel has been worn is obtained.

21. The method according to claim 19, wherein The determining of the tire wear detection result according to the determination result of whether the tire of the target wheel is a suspected worn tire includes: Obtaining a historical number of times that the tire of the target wheel is determined to be the suspected worn tire; The tire wear detection result is obtained according to the determination result and the historical number of times.

22. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 21 are implemented.

23. A computer program product, characterized in that The method comprises a computer program which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 21.

24. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 21.

25. A vehicle, characterized in that: The vehicle includes a target wheel, and the vehicle also includes a controller, wherein the controller is configured to implement the steps of any one of the methods of claims 1 to 21 when executed.

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