Wheel water floating phenomenon identification method and vehicle

Abstract

The invention discloses a wheel water floating phenomenon identification method and a vehicle, and the method comprises the steps: determining the theoretical tire grounding print length according to the vertical load of a wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle and a preset first corresponding relation, the first corresponding relation is the corresponding relation among the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle and the tire grounding print length, and whether the wheel floats or not is determined according to the theoretical tire grounding print length and the actual tire grounding print length. The accurate theoretical tire grounding print length can be obtained by combining the vertical load of the wheel, the tire pressure of the wheel and the longitudinal speed of the vehicle, the accurate theoretical tire grounding print length is compared with the actual tire grounding print length, and whether the wheel floats or not is judged. The wheel water floating phenomenon can be reliably and accurately recognized, and therefore the recognition accuracy of the wheel water floating phenomenon is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle state recognition, specifically relating to a method for recognizing wheel hydroplaning and a vehicle. Background Technology

[0002] Hydroplaning occurs when a tire partially or completely loses contact with the road surface, preventing it from effectively transmitting longitudinal and lateral forces. This leads to a sharp decline in vehicle stability and a significant reduction in braking and steering performance. In severe cases, hydroplaning can cause loss of vehicle control and result in traffic accidents.

[0003] Current methods for identifying wheel hydroplaning primarily rely on vehicle speed thresholds or wheel speed sensors. However, on the one hand, vehicle speed thresholds cannot accurately reflect the actual ground contact status of each wheel in real time, especially under complex road conditions, where a single vehicle speed threshold is insufficient to comprehensively assess the risk of wheel hydroplaning. On the other hand, wheel speed sensors only reflect the rotational state of the wheels and cannot directly and accurately identify the actual ground contact status between each wheel and the road surface. Therefore, current methods for identifying wheel hydroplaning struggle to accurately identify the phenomenon. Summary of the Invention

[0004] The purpose of this application is to provide a method and vehicle for identifying wheel hydroplaning, which can solve the problem of low accuracy in identifying wheel hydroplaning.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows: In a first aspect, embodiments of this application provide a method for identifying wheel hydroplaning, applied to a vehicle, wherein the vehicle includes at least one wheel, and the method includes: For any given wheel, obtain the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle. The theoretical tire contact patch length is determined based on the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and a preset first correspondence. The first correspondence is the relationship between the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and the tire contact patch length. Obtain the actual tire contact patch length; Based on the theoretical tire contact patch length and the actual tire contact patch length, determine whether the wheel exhibits hydroplaning.

[0006] Optionally, obtaining the vertical load of the wheel includes: Acquire vehicle structural attribute data and vehicle motion state data; Based on the vehicle's structural attribute data and motion state data, the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle are determined respectively. Based on the vertical force of the front axle and the vertical force of the rear axle in the longitudinal direction of the vehicle, the lateral force of the front axle and the lateral force of the rear axle are determined respectively. The vertical load of the wheel is determined based on the longitudinal vertical force of the front axle, the longitudinal vertical force of the rear axle, the lateral force of the front axle, and the lateral force of the rear axle.

[0007] Optionally, the vehicle's structural attribute data includes the vehicle's mass, the distance between the rear axle and the center of gravity, the distance between the front axle and the center of gravity, the wheelbase, and the height of the center of gravity; the vehicle's motion state data includes the vehicle's longitudinal acceleration. The step of determining the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle of the vehicle based on the vehicle's structural attribute data and motion state data includes: The longitudinal vertical force of the front axle of the vehicle is determined based on the vehicle's mass, the distance between the rear axle and the center of gravity, the wheelbase, the longitudinal acceleration, and the height of the center of gravity. The longitudinal vertical force of the rear axle of the vehicle is determined based on the vehicle's mass, the distance between the front axle and the center of gravity, the wheelbase, the longitudinal acceleration, and the height of the center of gravity.

[0008] Optionally, determining the lateral force of the front axle and the lateral force of the rear axle based on the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle respectively includes: Obtain the vehicle's lateral acceleration; The lateral force of the front axle of the vehicle is determined based on the longitudinal vertical force of the front axle and the lateral acceleration of the vehicle. The lateral force of the rear axle of the vehicle is determined based on the longitudinal vertical force of the rear axle and the lateral acceleration of the vehicle.

[0009] Optionally, determining the vertical load of the wheel based on the longitudinal vertical force of the front axle, the longitudinal vertical force of the rear axle, the lateral force of the front axle, and the lateral force of the rear axle includes: Obtain the track width of the vehicle's front axle and the track width of the vehicle's rear axle; If the wheel is the left front wheel / right front wheel, then the vertical load of the left front wheel / the vertical load of the right front wheel are determined based on the wheel track of the front axle of the vehicle, the longitudinal vertical force of the front axle of the vehicle, the lateral force of the front axle of the vehicle, and the height of the center of gravity of the vehicle. If the wheel is a left rear wheel / right rear wheel, then the vertical load of the left rear wheel / the vertical load of the right rear wheel are determined based on the wheel track of the vehicle's rear axle, the longitudinal vertical force of the rear axle of the vehicle, the lateral force of the rear axle of the vehicle, and the height of the vehicle's center of gravity.

[0010] Optionally, a tire sensor is installed inside the sidewall of the tire; The process of obtaining the actual tire contact patch length includes: Obtain the linear velocity of the wheel and the grounding time of the tire sensor; The actual tire contact patch length is determined based on the linear velocity of the wheel and the grounding time of the tire sensor.

[0011] Optionally, obtaining the linear velocity of the wheel includes: Obtain the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution; The linear velocity of the wheel is determined based on its effective rolling radius and the time it takes for the wheel to roll one revolution.

[0012] Optionally, obtaining the grounding time of the tire sensor includes: The time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground are obtained. The grounding time of the tire sensor is determined based on the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground.

[0013] Optionally, determining whether the wheel exhibits hydroplaning based on the theoretical tire contact patch length and the actual tire contact patch length includes: Based on the actual tire contact patch length and the theoretical tire contact patch length, determine the ratio between the actual tire contact patch length and the theoretical tire contact patch length. If the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than a preset length threshold, then the duration for which the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than the length threshold is obtained. If the duration is greater than a preset time threshold, it is determined that the wheel is exhibiting hydroplaning.

[0014] Secondly, embodiments of this application provide a vehicle, the vehicle including at least one wheel, and the vehicle further including a wheel hydroplaning detection device, the wheel hydroplaning detection device comprising: The data acquisition module is configured to acquire, for any given wheel, the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle. The theoretical tire contact patch length determination module is configured to determine the theoretical tire contact patch length based on the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and a preset first correspondence, wherein the first correspondence is the correspondence between the vertical load of the wheel, the tire pressure of the tire, the longitudinal speed of the vehicle, and the tire contact patch length. The actual tire contact patch length acquisition module is configured to acquire the actual tire contact patch length. The wheel hydroplaning detection module is configured to determine whether the wheel is hydroplaning based on the theoretical tire contact patch length and the actual tire contact patch length.

[0015] Optionally, the data acquisition module includes: The vehicle-related data acquisition submodule is configured to acquire vehicle structural attribute data and vehicle motion state data; The front and rear axle vertical force determination submodule is configured to determine the longitudinal front axle vertical force and the longitudinal rear axle vertical force of the vehicle based on the vehicle's structural attribute data and the vehicle's motion state data, respectively. The front and rear axle lateral force determination submodule is configured to determine the lateral force of the front axle and the lateral force of the rear axle of the vehicle based on the vertical force of the front axle in the longitudinal direction of the vehicle and the vertical force of the rear axle in the longitudinal direction of the vehicle, respectively. The wheel vertical load determination submodule is configured to determine the wheel vertical load based on the longitudinal front axle vertical force, the longitudinal rear axle vertical force, the lateral force of the front axle, and the lateral force of the rear axle.

[0016] Optionally, the vehicle's structural attribute data includes the vehicle's mass, the distance between the rear axle and the center of gravity, the distance between the front axle and the center of gravity, the wheelbase, and the height of the center of gravity; the vehicle's motion state data includes the vehicle's longitudinal acceleration. The front and rear axle lateral force determination submodule includes: The front axle vertical force determination unit is configured to determine the longitudinal front axle vertical force of the vehicle based on the vehicle's mass, the distance between the rear axle and the vehicle's center of gravity, the vehicle's wheelbase, the vehicle's longitudinal acceleration, and the height of the vehicle's center of gravity. The rear axle vertical force determination unit is configured to determine the longitudinal rear axle vertical force of the vehicle based on the vehicle's mass, the distance between the front axle and the vehicle's center of gravity, the vehicle's wheelbase, the vehicle's longitudinal acceleration, and the height of the vehicle's center of gravity.

[0017] Optionally, the front and rear axle lateral force determination submodule includes: The lateral acceleration acquisition unit is configured to acquire the lateral acceleration of the vehicle; The front axle lateral force determination unit is configured to determine the lateral force of the vehicle's front axle based on the longitudinal front axle vertical force of the vehicle and the lateral acceleration of the vehicle. The rear axle lateral force determination unit is configured to determine the lateral force of the vehicle's rear axle based on the longitudinal rear axle vertical force of the vehicle and the lateral acceleration of the vehicle.

[0018] Optionally, the wheel vertical load determination submodule includes: The track width acquisition unit is configured to acquire the track width of the front axle and the track width of the rear axle of the vehicle. The first wheel vertical load determination unit is configured to determine the vertical load of the left front wheel / the vertical load of the right front wheel based on the wheel track of the front axle of the vehicle, the longitudinal vertical force of the front axle of the vehicle, the lateral force of the front axle of the vehicle, and the height of the center of gravity of the vehicle if the wheel is the left front wheel / right front wheel. The second wheel vertical load determination unit is configured to determine the vertical load of the left rear wheel / the vertical load of the right rear wheel based on the wheelbase of the vehicle's rear axle, the longitudinal vertical force of the rear axle of the vehicle, the lateral force of the rear axle of the vehicle, and the height of the vehicle's center of gravity if the wheel is a left rear wheel / right rear wheel.

[0019] Optionally, a tire sensor is installed inside the sidewall of the tire; The actual tire contact patch length acquisition module includes: A linear velocity and grounding time acquisition submodule is configured to acquire the linear velocity of the wheel and the grounding time of the tire sensor; The actual tire contact patch length determination submodule is configured to determine the actual tire contact patch length based on the linear velocity of the wheel and the grounding time of the tire sensor.

[0020] Optionally, the linear velocity and grounding time acquisition submodule includes: The wheel-related data acquisition unit is configured to acquire the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution. The wheel linear velocity determination unit is configured to determine the linear velocity of the wheel based on the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution.

[0021] Optionally, the linear velocity and grounding time acquisition submodule includes: The time acquisition unit is configured to acquire the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground. The grounding time determination unit is configured to determine the grounding time of the tire sensor based on the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground.

[0022] Optionally, the wheel hydroplaning detection module includes: The data calculation submodule is configured to determine the ratio between the actual tire contact patch length and the theoretical tire contact patch length based on the actual tire contact patch length and the theoretical tire contact patch length. The time acquisition submodule is configured to acquire the duration during which the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than the preset length threshold if the ratio is less than the preset length threshold. The wheel hydroplaning detection submodule is configured to determine that the wheel is hydroplaning if the duration exceeds a preset time threshold.

[0023] In this embodiment, for any wheel, the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle are acquired. Based on the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and a preset first correspondence, the theoretical tire contact patch length is determined. The first correspondence is the relationship between the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and the tire contact patch length. The actual tire contact patch length is then obtained. Based on the theoretical tire contact patch length and the actual tire contact patch length, it is determined whether the wheel exhibits hydroplaning. This application, by combining the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle, can obtain an accurate theoretical tire contact patch length. By comparing the accurate theoretical tire contact patch length with the actual tire contact patch length, it can determine whether the wheel exhibits hydroplaning, enabling reliable and accurate identification of wheel hydroplaning, thereby improving the accuracy of wheel hydroplaning identification. Attached Figure Description

[0024] Figure 1 This is a flowchart illustrating the steps of a method for identifying wheel hydroplaning provided in an embodiment of this application. Figure 2 This is a block diagram of a wheel hydroplaning detection device provided in an embodiment of this application; Figure 3 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0027] The following description, in conjunction with the accompanying drawings, details a method for identifying wheel drift phenomena and a vehicle provided in this application through specific embodiments and application scenarios.

[0028] Figure 1 This is a flowchart illustrating the steps of a method for identifying wheel hydroplaning provided in an embodiment of this application. Figure 1 As shown, the method includes: Step 101: For any wheel, obtain the wheel's vertical load, tire pressure, and vehicle's longitudinal speed.

[0029] Step 102: Determine the theoretical tire contact patch length based on the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and a preset first correspondence. The first correspondence is the relationship between the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and the tire contact patch length.

[0030] Step 103: Obtain the actual tire contact patch length.

[0031] Step 104: Based on the theoretical tire contact patch length and the actual tire contact patch length, determine whether the wheel is exhibiting hydroplaning.

[0032] In some embodiments of this application, for any wheel, the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle are obtained, wherein the tire pressure of the wheel refers to the tire pressure of the tires mounted on the wheel.

[0033] After considering the influence of tire pressure and vehicle longitudinal speed, the relationship between the vertical load of the wheel and the tire contact mark length is shown in formula (1), which is the first correspondence. The first correspondence is the relationship between the vertical load of the wheel, tire pressure of the wheel, vehicle longitudinal speed and tire contact mark length.

[0034] Formula (1) Since the vehicle's wheels include the left front wheel, right front wheel, left rear wheel, and right rear wheel, therefore, here... This refers to the vertical load on any one of the following wheels: left front wheel, right front wheel, left rear wheel, and right rear wheel. For example, when the wheel is the left front wheel... The vertical load is for the left front wheel; when the wheel is the right front wheel, The vertical load is for the right front wheel; when the wheel is the left rear wheel, The vertical load is for the left rear wheel; when the wheel is the right rear wheel, The vertical load is for the right rear wheel. For the fitting parameters, It can be 0.1. It can be 0.025. It can be 0.0325. It can be 10. It can be 4. It can be 2, This refers to the tire pressure of the wheels. The longitudinal speed of the vehicle. This refers to the length of the tire contact patch.

[0035] Substituting the obtained vertical load of the wheel, tire pressure, and longitudinal speed of the vehicle into formula (1), the calculated value is obtained. This is the theoretical length of the tire contact patch.

[0036] Obtain the actual tire contact patch length. Based on the theoretical tire contact patch length and the actual tire contact patch length, determine whether the wheel is exhibiting hydroplaning.

[0037] In addition, to reduce the chance of vehicle skidding and loss of control and improve vehicle driving safety, the judgment result of whether the wheels are exhibiting hydroplaning can be fed back to the vehicle stability control system, providing reliable input for ABS (Anti-locked Braking System), ESP (Electronic Stability Program), wheel speed torque distribution, etc., and achieving rapid response.

[0038] This application can obtain an accurate theoretical tire contact mark length by combining the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle. By comparing the accurate theoretical tire contact mark length with the actual tire contact mark length, it can determine whether the wheel is exhibiting hydroplaning. This allows for reliable and accurate identification of hydroplaning, thereby improving the accuracy of wheel hydroplaning identification.

[0039] Furthermore, in some embodiments of this application, step 101 may also include the following steps: Step 1011: Obtain the vehicle's structural attribute data and the vehicle's motion state data.

[0040] Step 1012: Based on the vehicle's structural attribute data and motion state data, determine the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle.

[0041] Step 1013: Determine the lateral force of the front axle and the lateral force of the rear axle of the vehicle based on the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle of the vehicle, respectively.

[0042] Step 1014: Determine the vertical load of the wheel based on the longitudinal vertical force of the front axle, the longitudinal vertical force of the rear axle, the lateral force of the front axle, and the lateral force of the rear axle.

[0043] In some embodiments of this application, structural attribute data and motion state data of the vehicle are acquired. Based on the vehicle's structural attribute data and motion state data, the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle can be determined. After determining the longitudinal vertical forces of the front and rear axles, the lateral forces of the front and rear axles can be determined. Furthermore, the vertical loads on the wheels can be determined based on the longitudinal vertical forces of the front and rear axles, the lateral forces of the front and rear axles.

[0044] This application determines the vertical load on the wheels by comprehensively considering the longitudinal vertical force of the front axle, the longitudinal vertical force of the rear axle, the lateral force of the front axle, and the lateral force of the rear axle. This can comprehensively reflect the actual force on the wheels under different driving conditions, especially under complex road conditions (e.g., wet and slippery roads, uneven roads) or extreme driving conditions (e.g., high-speed driving, emergency braking), and can more accurately assess the vertical load on the wheels.

[0045] Furthermore, in some embodiments of this application, step 1012 may also include the following steps: Sub-step 11: Determine the longitudinal vertical force of the front axle of the vehicle based on the vehicle's mass, the distance between the rear axle and the center of gravity, the wheelbase, the longitudinal acceleration, and the height of the center of gravity.

[0046] Sub-step 12: Determine the longitudinal vertical force of the rear axle of the vehicle based on the vehicle's mass, the distance between the front axle and the center of gravity, the wheelbase, the longitudinal acceleration, and the height of the center of gravity.

[0047] In some embodiments of this application, the vehicle's structural attribute data includes the vehicle's mass, the distance between the rear axle and the center of gravity, the distance between the front axle and the center of gravity, the wheelbase, and the height of the center of gravity. The vehicle's motion state data includes the vehicle's longitudinal acceleration.

[0048] Based on the data obtained above, the longitudinal distribution data of the vertical load of the wheel is calculated. The longitudinal distribution data of the vertical load of the wheel includes the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle of the vehicle. That is, based on the data obtained above, the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle of the vehicle can be calculated respectively.

[0049] By substituting the obtained vehicle mass, distance between the rear axle and the center of gravity, wheelbase, longitudinal acceleration, and height of the center of gravity into formula (2), the longitudinal vertical force of the front axle can be calculated.

[0050] Formula (2) in, This refers to the vertical force on the front axle of the vehicle in the longitudinal direction. For the quality of the vehicle, It is the acceleration due to gravity. This is the distance between the rear axle of the vehicle and the vehicle's center of gravity. This refers to the vehicle's wheelbase. For the longitudinal acceleration of the vehicle, The height of the vehicle's center of gravity.

[0051] By substituting the obtained vehicle mass, distance between the front axle and the center of gravity, wheelbase, longitudinal acceleration, and height of the center of gravity into formula (3), the longitudinal vertical force of the rear axle can be calculated.

[0052] Formula (3) in, The vertical force on the rear axle in the longitudinal direction of the vehicle. For the quality of the vehicle, It is the acceleration due to gravity. This is the distance between the front axle and the vehicle's center of gravity. This refers to the vehicle's wheelbase. For the longitudinal acceleration of the vehicle, The height of the vehicle's center of gravity.

[0053] This application comprehensively considers key parameters such as vehicle mass, wheelbase, distance between the front / rear axle and the vehicle's center of gravity, longitudinal acceleration, and center of gravity height to calculate the vertical forces on the front and rear axles of the vehicle in the longitudinal direction. This can comprehensively reflect the force situation of the vehicle in longitudinal motion, especially under dynamic conditions such as acceleration, deceleration, or turning, and can accurately quantify the vertical force distribution of the front and rear axles.

[0054] Furthermore, in some embodiments of this application, step 1013 may also include the following steps: Sub-step 21: Obtain the vehicle's lateral acceleration.

[0055] Sub-step 22: Determine the lateral force of the front axle of the vehicle based on the longitudinal vertical force of the front axle and the lateral acceleration of the vehicle.

[0056] Sub-step 23: Determine the lateral force of the rear axle of the vehicle based on the longitudinal vertical force of the rear axle and the lateral acceleration of the vehicle.

[0057] In some embodiments of this application, the lateral acceleration of the vehicle is obtained.

[0058] Substitute the obtained longitudinal front axle vertical force and lateral acceleration of the vehicle into formula (4). The lateral force of the vehicle's front axle can then be calculated.

[0059] Formula (4) in, This refers to the lateral force on the front axle of the vehicle. The vertical force on the front axle of the vehicle is longitudinal. It is the acceleration due to gravity. This refers to the vehicle's lateral acceleration.

[0060] Substitute the obtained longitudinal vertical force of the rear axle and the lateral acceleration of the vehicle into formula (5). The lateral force of the rear axle of the vehicle can be calculated.

[0061] Formula (5) in, This refers to the lateral force on the rear axle of the vehicle. The vertical force on the rear axle in the longitudinal direction of the vehicle. It is the acceleration due to gravity. This refers to the vehicle's lateral acceleration.

[0062] This application calculates the lateral forces on the front and rear axles of a vehicle by combining the longitudinal vertical forces of the front and rear axles and the lateral acceleration of the vehicle. This comprehensively reflects the force situation of the vehicle during lateral motion, especially under dynamic conditions such as turning, lane changing or high-speed driving, and can accurately quantify the distribution of lateral forces on the front and rear axles.

[0063] Furthermore, in some embodiments of this application, step 1014 may also include the following steps: Sub-step 31: Obtain the track width of the front axle and the track width of the rear axle of the vehicle.

[0064] Sub-step 32: If the wheels are left front wheels / right front wheels, then determine the vertical load of the left front wheel / right front wheel based on the wheelbase of the vehicle's front axle, the longitudinal vertical force of the front axle of the vehicle, the lateral force of the front axle of the vehicle, and the height of the vehicle's center of gravity.

[0065] Sub-step 33: If the wheel is the left rear wheel / right rear wheel, then determine the vertical load of the left rear wheel / the vertical load of the right rear wheel based on the wheel track of the vehicle's rear axle, the vertical force of the rear axle in the longitudinal direction of the vehicle, the lateral force of the rear axle of the vehicle, and the height of the vehicle's center of gravity.

[0066] In some embodiments of this application, the track width of the front axle and the track width of the rear axle of the vehicle are obtained.

[0067] If the wheel is the left front wheel, the vertical load of the left front wheel can be calculated by substituting the wheel track of the front axle, the vertical force of the front axle in the longitudinal direction of the vehicle, the lateral force of the front axle, and the height of the center of gravity of the vehicle into formula (6).

[0068] Formula (6) in, The vertical load is for the left front wheel. This refers to the track width of the vehicle's front axle. The vertical force on the front axle of the vehicle is longitudinal. The height of the vehicle's center of gravity, This refers to the lateral force on the front axle of the vehicle.

[0069] If the wheel is the right front wheel, the vertical load of the right front wheel can be calculated by substituting the wheel track of the front axle, the vertical force of the front axle in the longitudinal direction of the vehicle, the lateral force of the front axle, and the height of the center of gravity of the vehicle into formula (7).

[0070] Formula (7) in, The vertical load is for the right front wheel. This refers to the track width of the vehicle's front axle. The vertical force on the front axle of the vehicle is longitudinal. The height of the vehicle's center of gravity, This refers to the lateral force on the front axle of the vehicle.

[0071] If the wheel is the left rear wheel, the vertical load of the left rear wheel can be calculated by substituting the wheel track of the rear axle, the vertical force of the rear axle in the longitudinal direction of the vehicle, the lateral force of the rear axle, and the height of the vehicle's center of gravity into formula (8).

[0072] Formula (8) in, The vertical load is for the left rear wheel. This refers to the track width of the vehicle's rear axle. The vertical force on the rear axle in the longitudinal direction of the vehicle. The height of the vehicle's center of gravity, This refers to the lateral force on the rear axle of the vehicle.

[0073] If the wheel is the right rear wheel, the vertical load of the right rear wheel can be calculated by substituting the wheel track of the rear axle, the vertical force of the rear axle in the longitudinal direction of the vehicle, the lateral force of the rear axle, and the height of the vehicle's center of gravity into formula (9).

[0074] Formula (9) in, The vertical load is for the right rear wheel. This refers to the track width of the vehicle's rear axle. The vertical force on the rear axle in the longitudinal direction of the vehicle. The height of the vehicle's center of gravity, This refers to the lateral force on the rear axle of the vehicle.

[0075] This application comprehensively considers the wheelbase of the front and rear axles, longitudinal vertical force, lateral force, and the height of the vehicle's center of gravity to calculate the vertical loads of the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively. It can comprehensively reflect the wheel force situation of the vehicle under different driving conditions, especially under dynamic conditions such as turning, acceleration, deceleration, or uneven road surface, and can accurately quantify the vertical load distribution of each wheel.

[0076] Furthermore, in some embodiments of this application, step 103 may also include the following steps: Step 1031: Obtain the linear velocity of the wheel and the grounding time of the tire sensor.

[0077] Step 1032: Determine the actual tire contact patch length based on the linear velocity of the wheel and the grounding time of the tire sensor.

[0078] In some embodiments of this application, tire sensors can be pre-installed inside the sidewall of the tire.

[0079] Obtain the linear velocity of the wheel and the grounding time of the tire sensor. Substitute the obtained linear velocity of the wheel and the grounding time of the tire sensor into formula (10) to calculate the actual tire contact mark length.

[0080] Formula (10) in, This represents the actual length of the tire contact patch. Let be the linear velocity of the wheel. This refers to the grounding time of the tire sensor.

[0081] This application combines the linear velocity of the wheel and the ground contact time of the tire sensor to quantitatively analyze the contact characteristics between the tire and the road surface, thereby accurately calculating the actual tire contact imprint length and comprehensively reflecting the actual contact situation between the tire and the road surface.

[0082] Furthermore, in some embodiments of this application, step 1031 may also include the following steps: Sub-step 41: Obtain the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution.

[0083] Sub-step 42: Determine the linear velocity of the wheel based on its effective rolling radius and the time it takes for the wheel to roll one revolution.

[0084] In some embodiments of this application, the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution are obtained. Substituting the obtained effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution into formula (11), the linear velocity of the wheel can be calculated.

[0085] Formula (11) in, Let be the linear velocity of the wheel. It is a mathematical constant, approximately 3.1415926. The effective rolling radius of the wheel, The time it takes for a wheel to roll one revolution.

[0086] This application, by combining the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution, can not only accurately calculate the linear velocity of the wheel, but also comprehensively reflect the actual motion of the wheel under different driving conditions.

[0087] Furthermore, in some embodiments of this application, step 1031 may also include the following steps: Sub-step 51: Obtain the time when the tire sensor starts to contact the ground and the time when the tire sensor stops contacting the ground.

[0088] Sub-step 52: Determine the grounding time of the tire sensor based on the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground.

[0089] In some embodiments of this application, in order to obtain the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground (i.e., the time when the tire sensor leaves the ground), the vertical acceleration waveform of the tire sensor can be collected in advance, and the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground can be obtained through the vertical acceleration waveform of the tire sensor.

[0090] In the vertical acceleration waveform of the tire sensor, the time when the tire sensor begins to contact the ground typically corresponds to a rising point in the waveform, meaning the tire sensor detects that the tire is beginning to experience the reaction force from the ground, and the acceleration begins to increase from zero or near zero. Conversely, the time when the tire sensor ends to contact the ground typically corresponds to a falling point in the waveform, meaning the tire sensor detects that the tire is no longer experiencing the reaction force from the ground, and the acceleration begins to decrease or becomes negative. Therefore, the rising point in the vertical acceleration waveform of the tire sensor corresponds to the time when the tire sensor begins to contact the ground, and the falling point corresponds to the time when the tire sensor ends to contact the ground.

[0091] Substituting the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground into formula (12), the ground contact time of the tire sensor can be calculated.

[0092] Formula (12) in, For the grounding time of the tire sensor, This refers to the time when the tire sensor stops contacting the ground. This represents the time when the tire sensor begins to contact the ground.

[0093] This application can accurately calculate the ground contact time of the tire sensor by obtaining the time when the tire sensor starts to contact the ground and the time when it ends to contact the ground. This not only comprehensively reflects the actual contact between the tire and the road surface, especially in complex road conditions (such as wet and slippery roads, uneven roads, etc.) or dynamic driving conditions (such as high-speed driving, emergency braking, etc.), but also provides more accurate ground contact time data.

[0094] Furthermore, in some embodiments of this application, step 104 may also include the following steps: Step 1041: Determine the ratio between the actual tire contact patch length and the theoretical tire contact patch length based on the actual tire contact patch length and the theoretical tire contact patch length.

[0095] Step 1042: If the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than a preset length threshold, then obtain the duration for which the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than the length threshold.

[0096] Step 1043: If the duration is greater than the preset time threshold, it is determined that the wheel is exhibiting hydroplaning.

[0097] In some embodiments of this application, the ratio between the actual tire contact patch length and the theoretical tire contact patch length is calculated based on the actual tire contact patch length and the theoretical tire contact patch length. This ratio can be... ,in, This represents the actual length of the tire contact patch. This is the theoretical length of the tire contact patch.

[0098] The preset length threshold can be expressed as If the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than a preset length threshold, that is... To avoid misjudgment, the system further measures the duration for which the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than a length threshold. If the measured duration exceeds a preset time threshold, the system determines that the wheel is exhibiting hydroplaning.

[0099] In addition, if the ratio between the actual tire contact patch length and the theoretical tire contact patch length is greater than or equal to a preset length threshold, or if the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than the preset length threshold but the obtained duration is less than or equal to a preset time threshold, then it is determined that the wheel has not produced hydroplaning.

[0100] This application determines that the wheel is hydroplaning only when the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than a preset length threshold and this state lasts for more than a preset time threshold, thus avoiding misjudgment and accurately determining whether the wheel is hydroplaning.

[0101] Furthermore, in some embodiments of this application, if the influence of the tire pressure of the tires mounted on the wheels and the longitudinal speed of the vehicle is not considered, the relationship between the vertical load of the wheel and the length of the tire contact patch is as shown in formula (13).

[0102] Formula (13) in, The vertical load on the wheel is... , , For the fitting parameters, This refers to the length of the tire contact patch.

[0103] Among them, obtaining the fitting parameters , , The specific implementation process is as follows: Obtain several samples, each sample including the length of the tire contact patch. and the vertical load of the wheel Check each sample for the length of the tire contact patch. and the vertical load of the wheel If any are missing, they should be added or removed. Check the length of the tire contact patch. and the vertical load of the wheel The physical range and dimensions, and the length of the tire contact patch. and the vertical load of the wheel All units were converted to SI units. The data in the test samples were examined for obvious errors, such as negative tire contact patch lengths. The vertical load on the obviously incorrect wheel is incorrect. Data with obvious errors in the sample is deleted, but potential outliers are retained for subsequent diagnosis.

[0104] The relationship between the vertical load on the wheel and the length of the tire contact patch is a linear parametric one (regarding...). , , (linear), so we construct a standard linear regression scheme. ,in, Let be the residual vector, for the th The nth sample defines a row vector, and the nth sample defines a row vector. The row vectors of each sample are shown in formula (14).

[0105] Formula (14) in, For the first The row vector of each sample For the first The length of the tire contact patch.

[0106] Constructing a design matrix The three columns in the design matrix are used for estimation. , , The design matrix constructed by the function is shown in formula (15).

[0107] Formula (15) in, To design the matrix, For the first The row vector of each sample For the first The length of the tire contact patch It is the set of real numbers.

[0108] Construct observation vectors The constructed observation vector is shown in formula (16).

[0109] Formula (16) in, For the observation vector, For the first Vertical load on each wheel It is the set of real numbers.

[0110] As can be seen from the constructed standard linear regression scheme, the residual sum of squares is the square of the 2 norm of the residual vector. Minimize all residual sums of squares, as shown in formula (17).

[0111] Formula (17) in, For the sum of squared residuals, For the observation vector, To design the matrix, This is the solution using the least squares method.

[0112] Equation (17) can be transformed to obtain equation (18).

[0113] Formula (18) Expanding the quadratic function shown in formula (18) yields formula (19).

[0114] Formula (19) For the formula (19) shown Differentiating the function yields formula (20).

[0115] Formula (20) Setting the reciprocal to 0, we can obtain the normal equation as shown in formula (21).

[0116] Formula (21) Find the analytical solution for the normal equation shown in formula (21), and the analytical solution is shown in formula (22).

[0117] Formula (22) in, A matrix is ​​a set of all row vectors used to measure the information content of a design matrix. It must be reversible, and usually requires a large number of samples. and The value does not degenerate; It is a vector composed of row vectors and observation vectors; The solution of the least squares method The estimated value, i.e. the fitted value The estimated value , The estimated value , The estimated value , The calculated , , Substituting into formula (13), we can obtain the exact relationship between the vertical load of the wheel and the length of the tire contact patch, as shown in formula (23).

[0118] Formula (23) Therefore, the vertical load of the wheel can be calculated using formulas (2) to (9). This leads to the calculation of the vertical load on the wheel. Substituting into formula (23), the calculated result is This is the theoretical tire contact patch length. The calculated theoretical tire contact patch length does not take into account the tire pressure and the longitudinal speed of the vehicle.

[0119] Corresponding to the method provided in the above-described embodiments of the wheel hydroplaning recognition method of this application, see [link to relevant documentation]. Figure 2 This application also provides a device block diagram for a wheel hydroplaning detection device. In this embodiment, the device includes: The data acquisition module 201 is configured to acquire the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle for any wheel. The theoretical tire contact patch length determination module 202 is configured to determine the theoretical tire contact patch length based on the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle and a preset first correspondence, wherein the first correspondence is the correspondence between the vertical load of the wheel, the tire pressure of the tire, the longitudinal speed of the vehicle and the tire contact patch length. The actual tire contact patch length acquisition module 203 is configured to acquire the actual tire contact patch length. The wheel hydroplaning detection module 204 is configured to determine whether the wheel is hydroplaning based on the theoretical tire contact patch length and the actual tire contact patch length.

[0120] Optionally, the data acquisition module 201 includes: The vehicle-related data acquisition submodule is configured to acquire vehicle structural attribute data and vehicle motion state data; The front and rear axle vertical force determination submodule is configured to determine the longitudinal front axle vertical force and the longitudinal rear axle vertical force of the vehicle based on the vehicle's structural attribute data and motion state data, respectively. The front and rear axle lateral force determination submodule is configured to determine the lateral forces of the front axle and the rear axle of the vehicle based on the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle of the vehicle, respectively. The wheel vertical load determination submodule is configured to determine the wheel vertical load based on the longitudinal vertical force of the front axle, the longitudinal vertical force of the rear axle, the lateral force of the front axle, and the lateral force of the rear axle.

[0121] Optionally, the vehicle's structural attribute data includes the vehicle's mass, the distance between the rear axle and the center of gravity, the distance between the front axle and the center of gravity, the wheelbase, and the height of the center of gravity. The vehicle's motion data includes the vehicle's longitudinal acceleration. The front and rear axle lateral force determination submodule includes: The front axle vertical force determination unit is configured to determine the longitudinal front axle vertical force of the vehicle based on the vehicle's mass, the distance between the rear axle and the vehicle's center of gravity, the vehicle's wheelbase, the vehicle's longitudinal acceleration, and the height of the vehicle's center of gravity. The rear axle vertical force determination unit is configured to determine the longitudinal rear axle vertical force of the vehicle based on the vehicle's mass, the distance between the front axle and the vehicle's center of gravity, the vehicle's wheelbase, the vehicle's longitudinal acceleration, and the height of the vehicle's center of gravity.

[0122] Optionally, the front and rear axle lateral force determination submodule includes: The lateral acceleration acquisition unit is configured to acquire the lateral acceleration of the vehicle; The front axle lateral force determination unit is configured to determine the lateral force of the vehicle's front axle based on the longitudinal front axle vertical force and the vehicle's lateral acceleration. The rear axle lateral force determination unit is configured to determine the lateral force of the vehicle's rear axle based on the vehicle's longitudinal rear axle vertical force and the vehicle's lateral acceleration.

[0123] Optionally, the wheel vertical load determination submodule includes: The track width acquisition unit is configured to acquire the track width of the front axle and the track width of the rear axle of the vehicle. The first wheel vertical load determination unit is configured to determine the vertical load of the left front wheel / the vertical load of the right front wheel based on the wheel track of the vehicle's front axle, the longitudinal vertical force of the front axle of the vehicle, the lateral force of the front axle of the vehicle, and the height of the vehicle's center of gravity if the wheel is the left front wheel / right front wheel. The second wheel vertical load determination unit is configured to determine the vertical load of the left rear wheel / right rear wheel based on the wheel track of the vehicle's rear axle, the longitudinal vertical force of the rear axle of the vehicle, the lateral force of the rear axle of the vehicle, and the height of the vehicle's center of gravity if the wheel is the left rear wheel / right rear wheel.

[0124] Optionally, a tire sensor is installed inside the tire sidewall; The actual tire contact patch length acquisition module 203 includes: The linear velocity and grounding time acquisition submodule is configured to acquire the linear velocity of the wheel and the grounding time of the tire sensor; The actual tire contact patch length determination submodule is configured to determine the actual tire contact patch length based on the wheel's linear velocity and the tire sensor's contact time.

[0125] Optionally, the linear velocity and grounding time acquisition submodule includes: The wheel-related data acquisition unit is configured to acquire the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution. The wheel linear velocity determination unit is configured to determine the wheel linear velocity based on the wheel's effective rolling radius and the time it takes for the wheel to roll one revolution.

[0126] Optionally, the linear velocity and grounding time acquisition submodule includes: The time acquisition unit is configured to acquire the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground. The grounding time determination unit is configured to determine the grounding time of the tire sensor based on the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground.

[0127] Optionally, the wheel drift detection module 204 includes: The data calculation submodule is configured to determine the ratio between the actual tire contact patch length and the theoretical tire contact patch length based on the actual tire contact patch length and the theoretical tire contact patch length. The time acquisition submodule is configured to acquire the duration during which the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than a preset length threshold if the ratio is less than a preset length threshold. The wheel hydroplaning detection submodule is configured to determine that the wheel is hydroplaning if the duration exceeds a preset time threshold.

[0128] Figure 3 This is a structural diagram of an electronic device M00 provided in an embodiment of this application. In the diagram, the electronic device M00 includes a processor M01 and a memory M02. The memory M02 stores a program or instructions that can run on the processor M01. When the program or instructions are executed by the processor M01, they implement the various steps of the above-described wheel water drift phenomenon recognition method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0129] In embodiments of this application, the memory M02 can be used to store software programs and various data. The memory M02 may primarily include a first storage area for storing programs or instructions and a second storage area for storing data. The first storage area may store the operating system, applications or instructions required for at least one function (such as sound playback, image playback, etc.). Furthermore, the memory M02 may include volatile memory or non-volatile memory, or both. The non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct memory bus RAM (DRRAM). The memory M02 in the embodiments of this application includes, but is not limited to, these and any other suitable types of memory.

[0130] The processor M01 may include one or more processing units; optionally, the processor M01 integrates an application processor and a modem processor, wherein the application processor mainly handles operations involving the operating system, user interface, and applications, and the modem processor mainly handles wireless communication signals, such as a baseband processor. It is understood that the aforementioned modem processor may also not be integrated into the processor M01.

[0131] This application also provides a vehicle, which includes at least one wheel and the aforementioned wheel hydroplaning detection device.

[0132] This application also provides a readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various processes of the above-described wheel drifting phenomenon recognition method embodiments and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0133] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0134] This application embodiment also provides a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to implement the various processes of the above-described wheel drifting phenomenon recognition method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0135] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0136] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0137] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0138] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A method for identifying the phenomenon of wheel hydroplaning, characterized in that, Applied to a vehicle, wherein the vehicle includes at least one wheel, the method includes: For any given wheel, obtain the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle. The theoretical tire contact patch length is determined based on the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and a preset first correspondence. The first correspondence is the relationship between the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and the tire contact patch length. Obtain the actual tire contact patch length; Based on the theoretical tire contact patch length and the actual tire contact patch length, determine whether the wheel exhibits hydroplaning.

2. The method according to claim 1, characterized in that, The process of obtaining the vertical load on the wheel includes: Acquire vehicle structural attribute data and vehicle motion state data; Based on the vehicle's structural attribute data and motion state data, the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle are determined respectively. Based on the vertical force of the front axle and the vertical force of the rear axle in the longitudinal direction of the vehicle, the lateral force of the front axle and the lateral force of the rear axle are determined respectively. The vertical load of the wheel is determined based on the longitudinal vertical force of the front axle, the longitudinal vertical force of the rear axle, the lateral force of the front axle, and the lateral force of the rear axle.

3. The method according to claim 2, characterized in that, The vehicle's structural attribute data includes the vehicle's mass, the distance between the rear axle and the center of gravity, the distance between the front axle and the center of gravity, the wheelbase, and the height of the center of gravity. The vehicle's motion state data includes the vehicle's longitudinal acceleration. The step of determining the longitudinal vertical force of the front axle and the longitudinal vertical force of the rear axle of the vehicle based on the vehicle's structural attribute data and motion state data includes: The longitudinal vertical force of the front axle of the vehicle is determined based on the vehicle's mass, the distance between the rear axle and the center of gravity, the wheelbase, the longitudinal acceleration, and the height of the center of gravity. The longitudinal vertical force of the rear axle of the vehicle is determined based on the vehicle's mass, the distance between the front axle and the center of gravity, the wheelbase, the longitudinal acceleration, and the height of the center of gravity.

4. The method according to claim 2, characterized in that, The step of determining the lateral force of the front axle and the lateral force of the rear axle of the vehicle based on the vertical force of the front axle and the vertical force of the rear axle in the longitudinal direction of the vehicle includes: Obtain the vehicle's lateral acceleration; The lateral force of the front axle of the vehicle is determined based on the longitudinal vertical force of the front axle and the lateral acceleration of the vehicle. The lateral force of the rear axle of the vehicle is determined based on the longitudinal vertical force of the rear axle and the lateral acceleration of the vehicle.

5. The method according to claim 3, characterized in that, The determination of the vertical load on the wheel based on the longitudinal vertical force of the front axle, the longitudinal vertical force of the rear axle, the lateral force of the front axle, and the lateral force of the rear axle includes: Obtain the track width of the vehicle's front axle and the track width of the vehicle's rear axle; If the wheel is the left front wheel / right front wheel, then the vertical load of the left front wheel / the vertical load of the right front wheel are determined based on the wheel track of the front axle of the vehicle, the longitudinal vertical force of the front axle of the vehicle, the lateral force of the front axle of the vehicle, and the height of the center of gravity of the vehicle. If the wheel is a left rear wheel / right rear wheel, then the vertical load of the left rear wheel / the vertical load of the right rear wheel are determined based on the wheel track of the vehicle's rear axle, the longitudinal vertical force of the rear axle of the vehicle, the lateral force of the rear axle of the vehicle, and the height of the vehicle's center of gravity.

6. The method according to claim 1, characterized in that, Tire sensors are installed inside the sidewall of the tire; The process of obtaining the actual tire contact patch length includes: Obtain the linear velocity of the wheel and the grounding time of the tire sensor; The actual tire contact patch length is determined based on the linear velocity of the wheel and the grounding time of the tire sensor.

7. The method according to claim 6, characterized in that, The process of obtaining the linear velocity of the wheel includes: Obtain the effective rolling radius of the wheel and the time it takes for the wheel to roll one revolution; The linear velocity of the wheel is determined based on its effective rolling radius and the time it takes for the wheel to roll one revolution.

8. The method according to claim 6, characterized in that, The process of obtaining the grounding time of the tire sensor includes: The time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground are obtained. The grounding time of the tire sensor is determined based on the time when the tire sensor begins to contact the ground and the time when the tire sensor ends to contact the ground.

9. The method according to claim 1, characterized in that, The determination of whether the wheel exhibits hydroplaning based on the theoretical tire contact patch length and the actual tire contact patch length includes: Based on the actual tire contact patch length and the theoretical tire contact patch length, determine the ratio between the actual tire contact patch length and the theoretical tire contact patch length. If the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than a preset length threshold, then the duration for which the ratio between the actual tire contact patch length and the theoretical tire contact patch length is less than the length threshold is obtained. If the duration is greater than a preset time threshold, it is determined that the wheel is exhibiting hydroplaning.

10. A vehicle comprising at least one wheel, characterized in that, The vehicle also includes a wheel hydroplaning detection device, which includes: The data acquisition module is configured to acquire, for any given wheel, the vertical load of the wheel, the tire pressure of the wheel, and the longitudinal speed of the vehicle. The theoretical tire contact patch length determination module is configured to determine the theoretical tire contact patch length based on the vertical load of the wheel, the tire pressure of the wheel, the longitudinal speed of the vehicle, and a preset first correspondence, wherein the first correspondence is the correspondence between the vertical load of the wheel, the tire pressure of the tire, the longitudinal speed of the vehicle, and the tire contact patch length. The actual tire contact patch length acquisition module is configured to acquire the actual tire contact patch length. The wheel hydroplaning detection module is configured to determine whether the wheel is hydroplaning based on the theoretical tire contact patch length and the actual tire contact patch length.

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