VEHICLE, METHOD AND APPARATUS FOR IDENTIFYING VEHICLE LOAD DISTRIBUTION, ELECTRONIC MEANS AND DEVICE

Abstract

A vehicle, a vehicle load distribution identification method and apparatus, and an electronic device and means are provided. The identification method includes the steps of: acquiring the vehicle speed and longitudinal acceleration; when the longitudinal acceleration is below an acceleration threshold, acquiring the vehicle's actual driving force; obtaining the vehicle's actual pitch angle based on the actual driving force and vehicle speed; and obtaining the vehicle's load distribution based on the actual pitch angle.With this identification method, the difference between the loads on the front and rear axles of the vehicle can be identified by calculating the vehicle's pitch angle, so the vehicle's load distribution can be identified without installing dedicated sensors, such as a load sensor and a vehicle body height sensor on the vehicle's suspension, thus reducing the cost of identifying the vehicle's load distribution and allowing a wide range of applications without being limited by the vehicle model.

Description

“VEHICLE, METHOD AND APPARATUS FOR IDENTIFYING VEHICLE LOAD DISTRIBUTION, ELECTRONIC MEANS AND DEVICE” CROSS REFERENCE TO RELATED APPLICATION This application claims priority to Chinese patent application na202110687601.4, entitled “VEHICLE, METHOD AND APPARATUS FOR IDENTIFYING VEHICLE LOAD DISTRIBUTION, ELECTRONIC MEANS AND DEVICE” and filed on June 21, 2021, which is incorporated herein by reference in its entirety. TECHNICAL FIELD OF THE INVENTION This description relates to the technical field of vehicles, and specifically to a vehicle, a method and apparatus for identifying vehicle load distribution, and an electronic means and device. BACKGROUND OF THE INVENTION When measuring the load distribution of a vehicle's front and rear axles, it is generally necessary to install a load sensor or at least two vehicle body height sensors on the suspension. To avoid installing these sensors on the suspension, the related art proposes to indirectly estimate the front and rear load levels based on tire deformation under different normal loads. Specifically, as shown in Figure 1, 1 represents the wheel speed signal that may originate from the wheel speed sensor of the anti-lock braking system. In Figures 2 and 3, the front and rear wheel speed signals are analyzed in terms of their frequency spectrum, and in Figure 4, the resonance energies are compared and the load distribution is estimated. Figure 2 shows an example of the case where the resonance energy varies with the load.5 represents the characteristic value of the resonance energy (resonance energy / resonance frequency) of the rear axle, and 6 represents the characteristic value of the resonance energy of the front axle. The load on the rear axle of the vehicle increases at 7, and the increase in the characteristic value is then detected, thus identifying the change in load distribution. QRR L Ln / PZnZ / B / YIL i However, this technology requires identifying the resonance spectrum characteristics of the front and rear wheels, which involves a significant amount of computation. Furthermore, the rear wheels of most front-wheel-drive vehicles lack apparent resonance characteristics (or these characteristics are only identifiable within certain vehicle speed ranges), making it impossible to obtain the corresponding resonance energy characteristics. Therefore, this technology has a rather limited scope of application. BRIEF DESCRIPTION OF THE INVENTION This description aims to resolve one of the technical problems of the related technique, at least to some extent. In light of this, one objective of this description is to provide a method for identifying vehicle load distribution in order to reduce the cost of vehicle load distribution identification and broaden its range of application. A second objective of the present description is to provide a vehicle load distribution identification device. A third objective of the present description is to provide a computer-readable storage medium. A fourth objective of the present description is to provide an electronic device. A fifth objective of the present description is to provide a vehicle. To achieve the above objectives, a first realization of the present description provides a method for identifying vehicle load distribution that includes the steps of: acquiring the vehicle speed and longitudinal acceleration of a vehicle; acquiring an actual driving force of the vehicle when the longitudinal acceleration is less than an acceleration threshold; obtaining an actual pitch angle of the vehicle according to the actual driving force and vehicle speed; and obtaining the vehicle load distribution according to the actual pitch angle. According to one embodiment of the present description, obtaining the actual pitch angle of the vehicle according to the actual driving force and the vehicle speed includes: obtaining a reference driving force corresponding to the vehicle speed according to the vehicle speed and acquiring a reference pitch angle; and obtaining the actual pitch angle according to the actual driving force, the reference driving force and the reference pitch angle. According to one embodiment of the present description, obtaining the actual pitch angle from the actual driving force, the reference driving force, and the reference pitch angle includes: calculating a first difference between the reference driving force and the actual driving force; acquiring a mass of the vehicle and calculating a first ratio of the first difference with respect to the mass; and summing the first ratio with the reference pitch angle to obtain the actual pitch angle. According to one embodiment of the present description, obtaining the actual pitch angle from the actual driving force, the reference driving force, and the reference pitch angle includes: calculating an average of a plurality of actual driving forces to obtain an average driving force; calculating a second difference between the reference driving force and the average driving force; acquiring a mass of the vehicle and calculating a second ratio of the second difference with respect to the mass; and adding the second ratio with the reference pitch angle to obtain the actual pitch angle. According to one embodiment of the present description, obtaining a vehicle load distribution according to the actual approach angle includes: acquiring a front-to-rear axle distance, a front suspension stiffness and a rear suspension stiffness of the vehicle; and calculating the vehicle load distribution according to the actual approach angle, the front-to-rear axle distance, the front suspension stiffness and the rear suspension stiffness. According to one realization of the present description, the load distribution of F / k - F / k O = -----=-----------vehicle is calculated using the following equation:L where Θ is the QRR L Ln / Cznz / B / YIL actual pitch angle, L is the distance between the front-rear axles, fo, k2 are respectively the stiffness of the front suspension and the stiffness of the rear suspension, and F, F2 are, respectively, a load on the front axle and a load on the rear axle of the vehicle. To achieve the above objectives, a second embodiment of the present description provides a vehicle load distribution identification apparatus, comprising: a first acquisition module configured to acquire the vehicle speed and longitudinal acceleration of a vehicle; a second acquisition module configured to acquire the actual driving force of the vehicle when the longitudinal acceleration is less than an acceleration threshold; a calculation module configured to obtain the actual pitch angle of the vehicle based on the actual driving force and vehicle speed; and an identification module configured to obtain the vehicle load distribution based on the actual pitch angle. To achieve the above objectives, a realization in a third aspect of the present description provides a computer-readable storage medium having a computer program stored therein, where, when executed by a processor, the computer program implements the vehicle load distribution, identification method described above. To achieve the above objectives, a fourth embodiment of the present description provides an electronic device, including a memory and a processor, the memory having a computer program stored therein. When executed by the processor, the computer program implements the vehicle load distribution identification method described above. To achieve the above objectives, an embodiment in a fifth embodiment of the present description provides a vehicle that includes the vehicle load distribution identification apparatus according to the embodiment described above or the electronic device according to the embodiment described above. With the vehicle and the vehicle load distribution identification method and apparatus and the electronic device and means according to the embodiments of the present description, the difference between the loads of the front and rear axles of the vehicle is QAR L Ln / PZnZ / B / YIL can identify by calculating the pitch angle of the vehicle, so that the vehicle load distribution can be identified without installing dedicated sensors, such as a load sensor and a vehicle body height sensor on the vehicle suspension, thus reducing the cost of identifying the vehicle load distribution and allowing a wide range of applications without being limited by the vehicle model. Additional aspects and advantages of the present description will be partially given in the following description, and will partially become evident from the following description, or will be learned from the practices of the present description. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic structural diagram of the vehicle load distribution identification in the related technique; FIG. 2 is a schematic diagram of the variation of resonance energy with load in the related technique; FIG. 3 is a flowchart of a vehicle load distribution identification method according to an embodiment of the present description; FIG. 4 is a schematic structural diagram of the vehicle load distribution identification according to an embodiment of the present description; FIG. 5 is a schematic diagram of the pitch angle versus loads of the front and rear axles of the vehicle according to one embodiment of the present description; FIG. 6 is a schematic diagram of the measurement of an acceleration sensor versus the actual longitudinal acceleration of the vehicle according to one embodiment of the present description; FIG. 7 is a structural block diagram of a vehicle load distribution identification device according to an embodiment of the present description; QRR L Ln / PZnZ / B / YIL FIG. 8 is a structural block diagram of an electronic device according to an embodiment of the present description; FIG. 9 is a structural block diagram of a vehicle according to one embodiment of the present description; and FIG. 10 is a structural block diagram of a vehicle according to another embodiment of the present description. DETAILED DESCRIPTION OF THE INVENTION The embodiments described herein are detailed below, and examples of the embodiments are shown in the drawings, where identical or similar elements or elements having identical or similar functions are indicated by identical or similar reference numbers throughout the description. The embodiments described below with reference to the drawings are exemplary and intended to illustrate the present description, and shall not be construed as a limitation of the present description. The vehicle and the vehicle load distribution identification method and apparatus and the electronic means and device according to embodiments of the present description will be described below with reference to FIGS. 3 to 10. First, the principle of identifying the vehicle's load distribution will be explained according to the implementation of this description. As shown in FIG. 5, the front axle load Fi and the rear axle load F are applied to the front and rear suspensions respectively, changing the suspension height and thus changing the pitch angle. Based on this principle, the difference between the front axle load and the rear axle load can be estimated according to the change in pitch angle. Specifically, the front suspension stiffness ki, the rear suspension stiffness k2, and the front-to-rear axle distance L of the vehicle are acquired from the vehicle parameters, so the relationship between the loads QRR L Ln / RZηZ / B / YIL of the front and rear axles and the pitch angle Θ is: ()=F k'--F kL As an example, if the stiffnesses of the front and rear suspensions are approximately equal and are assumed to be k, the pitch angle Θ and the difference between the front and rear axle loads AF can be simplified as a direct proportion relationship: O = — kL Therefore, the difference between the front and rear axle loads can be obtained by estimating the pitch angle. Figure 6 shows the acceleration sensor measurement versus the actual longitudinal acceleration of the vehicle. Referring to Figure 6, when the vehicle travels on a road 90 with a certain gradient, the acceleration sensor 70 is fixed to the vehicle body 80, so its leveling in the longitudinal direction (direction of vehicle travel) is affected jointly by the pitch angle and the road gradient. In Figure 6, α is the longitudinal angle between the inertial component of the acceleration sensor and the horizontal plane, the road gradient angle is i, and the vehicle pitch angle is Θ; therefore, the relationship between the angles is: α = θ + i. Since the acceleration sensor is not held horizontally, the longitudinal acceleration, measured by it, includes the components of the vehicle's longitudinal acceleration and the acceleration due to gravity in the sensor's measuring direction: as= oycos Θ + g sin a. The above equation can be approximated as: as=avcos Θ + gi +g Θ. The longitudinal dynamic equation during vehicle displacement is as follows: F = F, — F, — mgi + <ina. QRR L Ln / Cznz / B / YIL where Ftes is the driving force, Fwes is the air resistance, Ffes is the rolling resistance, mes is the mass of the vehicle, ges is the acceleration due to gravity, i is the slope, and δ is the rotating mass conversion factor. In a higher gear (lower speed ratio), the rotating mass conversion factor is close to 1. At this point, the longitudinal dynamic equation of the vehicle simplifies to: F. = F. + F+ m(a. + gi) Substituting the acceleration measured by the acceleration sensor in the previous equation, we can obtain: F. = F. - F, — m(a:— gO) When as= 0, we can obtain from the previous equation: F = F. ~ F< ~ mg 0 Because the relationship between rolling resistance Ffy and vehicle speed is weak, and the relationship between air resistance Fwy and vehicle speed is approximately quadratic, and its coefficient (i.e., the air resistance coefficient) is related only to the vehicle's shape, the difference in rolling resistance is ignored, and the same vehicle under different loads can be considered to experience the same resistance Fw + F when the vehicle speed is equal or similar. Therefore, the difference in pitch angle of the same vehicle traveling at the same vehicle speed under different load conditions can be calculated using the following equation (where Ft,1 is the driving force under load condition 1 when as = 0; and Ft,2 is the driving force under load condition 2 when as = 0): QRR L Ln / Cznz / B / YIL mg Based on the above principle, the present description provides a method for identifying vehicle load distribution. Figure 3 is a flowchart of a vehicle load distribution identification method according to one embodiment of the present description. It should be noted that before performing this method of identifying the vehicle load distribution, it is necessary to calibrate the correspondence model between the load distribution and the reference driving force Fo and the reference step angle θο. Specifically, the reference driving force Fo and the reference step angle θο can be calibrated when the vehicle is in a state with a known load distribution. Specifically, a time interval can be set, and when the vehicle is controlled to operate at various vehicle speeds, the acceleration sensor 10 acquires the longitudinal acceleration over the set time interval. Then, a statistical driving force calculation module 30 (which can be a recursive least squares RLS, a Kalman filter, or other filters) calculates the driving force corresponding to the measured (approximated) longitudinal acceleration less than the acceleration threshold. The driving force can be obtained by multiplying the torque generated by the power source (the vehicle's drive motor) by the transmission system's speed ratio; and then the average of the driving forces can be calculated to obtain the reference driving force corresponding to each vehicle speed.Optionally, N driving forces can be selected for calculating the average, where N is an integer greater than 1 and can take a value of 3, 4, 5, etc. The acceleration threshold can be calibrated based on experiments, and the acceleration threshold can be different for different vehicle models. The reference driving force Fo, generated by the driving force statistical calculation module 30, can be stored in different units of storage module 40, divided according to the vehicle speeds based on the current vehicle speed. Meanwhile, the reference pitch angle data θο, calculated (or directly measured) according to the current load distribution, can also be stored in storage module 40. As shown in FIG. 3, the vehicle load distribution identification method includes the following steps. S31: the vehicle speed and longitudinal acceleration of the vehicle are obtained. QAA L Ln / PZnZ / В / YIL Specifically, the longitudinal acceleration of the vehicle can be measured by the acceleration sensor 10 shown in Figure 4, and the vehicle speed can be measured by the vehicle speed sensor. Both the acceleration sensor and the vehicle speed sensor can be installed on the vehicle body. Alternatively, the vehicle speed can also be calculated based on the speed of the vehicle's wheels, and the wheel speed can be measured by the wheel speed sensor installed on the wheel. S32: When the longitudinal acceleration is less than the acceleration threshold, the vehicle's actual driving force is acquired. As a feasible implementation, with reference to FIG. 4, the acceleration sensor 10 can record the longitudinal acceleration (as) over a predetermined time interval. The driving force statistical calculation module 30 can calculate the actual driving force corresponding to a longitudinal acceleration (as) less than the acceleration threshold. Specifically, the actual driving force can be calculated by multiplying the output torque of the vehicle's drive motor by the transmission system's speed ratio. Specifically, the vehicle's actual driving force can be acquired once each time the longitudinal acceleration is determined to be less than the acceleration threshold. S33: The actual vehicle pitch angle is obtained according to the actual driving force and vehicle speed. As a feasible implementation, obtaining the actual vehicle pitch angle based on the actual driving force and vehicle speed can include: obtaining the corresponding reference driving force based on the vehicle speed and acquiring the reference pitch angle; and obtaining the actual pitch angle based on the actual driving force, the reference driving force, and the reference pitch angle. The preset value can be calibrated as needed. In this implementation, obtaining the actual step angle based on the actual driving force, the reference driving force, and the reference step angle may include: calculating the difference between the reference driving force and the actual driving force; acquiring MA. a zuzó / u 11 ayo the mass of the vehicle and calculate a relationship between the difference and the mass; and add the relationship with the reference pitch angle to obtain the actual pitch angle. Specifically, with reference to FIG. 4, the driving force statistical calculation module 30 can send the actual driving force to the pitch angle calculation module 50, and the pitch angle calculation module 50 compares the actual driving force F with the reference driving force Fo corresponding to the current vehicle speed in the storage module 40 and calculates the actual pitch angle 0 of the vehicle according to the following equation: QRR L Ln / Cznz / B / YIL mg where θ0 is the reference step angle, which can be obtained from the storage module 40; m is the mass of the vehicle and g is the acceleration due to gravity. In this implementation, obtaining the actual pitch angle based on the actual driving force, reference driving force, and reference pitch angle may also include: calculating an average of multiple actual driving forces to obtain an average driving force; calculating a difference between the reference driving force and the average driving force; acquiring the mass of the vehicle and calculating a ratio between the difference and the mass; and summing the ratio with the reference pitch angle to obtain the actual pitch angle. Specifically, the average driving force can be calculated over a certain period of time. For example, the count begins when the longitudinal acceleration is determined to be less than the acceleration threshold, and the longitudinal acceleration is continuously monitored. If all longitudinal accelerations are less than the acceleration threshold within a predetermined time, or if the proportion of longitudinal accelerations less than the acceleration threshold exceeds a certain value, the average of all actual driving forces obtained within that time is calculated to obtain the average driving force. The average driving force can also be calculated by statistically counting the number of actual driving forces. For example, each time the longitudinal acceleration is determined to be less than the acceleration threshold, an actual driving force is recorded.When the number of actual driving forces reaches a preset value, the average of the preset number of actual driving forces is calculated to obtain the average driving force. Referring to FIG. 4, after obtaining multiple actual driving forces, the driving force statistical calculation module 30 can further calculate the average of the actual driving forces Fx. The pitch angle calculation module 50 compares the average of the driving forces Fx generated by the driving force statistical calculation module 30 with the reference driving force Focor corresponding to the current vehicle speed in storage module 40, and calculates the actual pitch angle © of the vehicle according to the following equation: QRR L Ln / PZnZ / B / YIL where ©o is the reference step angle, which can be obtained from the storage module 40; m is the mass of the vehicle and g is the acceleration due to gravity. S34: The vehicle load distribution is obtained according to the actual pitch angle. As a feasible implementation, obtaining the vehicle load distribution according to the actual approach angle may include: acquiring a distance between the front and rear axles, the stiffness of a front suspension and the stiffness of a rear suspension of the vehicle; and calculating the vehicle load distribution according to the actual approach angle, the distance between the front and rear axles, the stiffness of the front suspension and the stiffness of the rear suspension. Specifically, with reference to FIG. 4, the load distribution measuring module 60 can calculate the front-to-rear load distribution of the vehicle based on the actual pitch angle Θ output by the pitch angle calculation module 50 and previously stored vehicle information (including the distance between the front and rear axles, front suspension stiffness, and rear suspension stiffness). Specifically, the vehicle load distribution can be calculated using the following equation: O -F- / k- ~F 1 kL where Θ is the actual pitch angle, L is the distance between the front and rear axles, ki, k2 are respectively the stiffness of the front suspension and the stiffness of the rear suspension, and F, F2 are respectively the load on the front axle and the load on the rear axle of the vehicle. In one embodiment, the static load distribution obtained from the front and rear axles of the vehicle can be used to improve the performance of the following systems: the Anti-lock Braking System (ABS), the Electronic Stability Program (ESP), the Traction Control System (TCS), the Electric Brake Force Distribution (EBD), the Active Body Control (ABC) active suspension, the Anti-Roll Program (ARP), headlight range control, tire pressure control, and the like. With the vehicle load distribution identification method described here, the vehicle load is not measured directly. Instead, the vehicle's approach angle is estimated, and then the difference between the front and rear axle loads is calculated based on static principles. This allows the vehicle load distribution to be identified without installing dedicated sensors, such as a load sensor and a vehicle body height sensor on the suspension. This reduces the cost of identifying the vehicle load distribution and enables a wide range of applications without being limited by the vehicle model. FIG. 7 is a structural block diagram of a vehicle load distribution identification device according to an embodiment of the present description. As shown in FIG. 7, the vehicle load distribution identification apparatus 100 includes: a first acquisition module 110, a second acquisition module 120, a calculation module 130, and an identification module 140. The first acquisition module 110 is configured to acquire a vehicle speed and longitudinal acceleration of the vehicle; the second acquisition module 120 is configured to acquire, by statistical calculation, an actual driving force of the vehicle when the longitudinal acceleration is less than an acceleration threshold; the calculation module 130 is configured to obtain an actual pitch angle of the vehicle according to the actual driving force and vehicle speed; and the identification module 140 is configured to obtain the load distribution of the vehicle according to the actual pitch angle. QRR L Ln / PZnZ / B / YIL As a feasible implementation, the calculation module 130 is specifically configured to: when the number of actual driving forces acquired by the second acquisition module 120 reaches a preset value, calculate the average of the preset number of actual driving forces to obtain the average driving force; obtain the corresponding reference driving force according to the vehicle speed and obtain a reference step angle; and obtain the actual step angle according to the average driving force, the reference driving force, and the reference step angle. Calculation module 130 is specifically configured to, when obtaining the actual pitch angle based on the average driving force and the reference driving force: calculate a difference between the reference driving force and the average driving force; acquire the mass of the vehicle and calculate the ratio between the difference and the mass; and add the ratio to the reference pitch angle to obtain the actual pitch angle. As a feasible implementation, the identification module 140 is specifically configured to: acquire a distance between the front and rear axles, the stiffness of a front suspension and the stiffness of a rear suspension of the vehicle; and calculate the load distribution of the vehicle according to the actual pitch angle, the distance between the front and rear axles, the stiffness of the front suspension and the stiffness of the rear suspension. Specifically, the vehicle's load distribution can be calculated using the following equation: ()_ F / k:- F, / k, L where Θ is the actual pitch angle, L is the distance between the front and rear axles, ki, k2 are respectively the stiffness of the front suspension and the stiffness of the rear suspension, and F, F2 are respectively the load on the front axle and the load on the rear axle of the vehicle. It should be noted that, for other specific implementations of the device MA. a.zuzο / u 11 ayo vehicle load distribution identification 100 according to the realization of the present description, reference may be made to the specific implementations of the vehicle load distribution identification method of the previous realization of the present description. With the vehicle load distribution identification device 100 according to the implementation of the present description, the vehicle load distribution can be identified without installing dedicated sensors such as a load sensor and a vehicle body height sensor on the vehicle suspension, thus reducing the cost of vehicle load distribution identification and enabling a wide range of applications without being limited by the vehicle model. This description provides a computer-readable storage medium. In this embodiment, the computer-readable storage medium has a computer program stored on it, which, when executed by a processor, implements the vehicle load distribution identification method described above. With the computer-readable storage medium as described herein, when the computer program stored therein for the vehicle load distribution identification method described above is executed by a processor, the vehicle load distribution can be identified without the need to install dedicated sensors, such as a load sensor and a vehicle body height sensor on the vehicle suspension, thus reducing the cost of vehicle load distribution identification and enabling a wide range of applications without being limited by the vehicle model. In one embodiment, the present description also provides an electronic device. In this embodiment, as shown in FIG. 8, the electronic device 200 includes a memory 210 and a processor 220. The memory 210 has a computer program 230 stored in it which, when executed by the processor 220, QRR L Ln / RZηZ / B / YIL implements the vehicle load distribution identification method described above. With the electronic device 200 as described herein, when the computer program 230 stored in memory 210 thereof for the vehicle load distribution identification method described above is executed by the processor 220, the vehicle load distribution can be identified without installing dedicated sensors, such as a load sensor and a vehicle body height sensor on the vehicle suspension, thus reducing the cost of vehicle load distribution identification and enabling a wide range of applications without being limited by the vehicle model. FIG. 9 is a structural block diagram of a vehicle according to an embodiment of the present description. As shown in FIG. 9, vehicle 1000 includes the load distribution identification apparatus of vehicle 100 according to the embodiment described above. FIG. 10 is a structural block diagram of a vehicle according to another embodiment of the present description. As shown in FIG. 10, vehicle 1000 includes electronic device 200 according to the embodiment described above. With the vehicle according to the embodiment described above, by using the load distribution identification apparatus 100 or the electronic device 200 described above, it is not necessary to install dedicated sensors such as a load sensor and a vehicle body height sensor on the vehicle suspension, thus reducing the cost of vehicle load distribution identification and enabling a wide range of applications without being limited by the vehicle model. It should be noted that the logic and / or steps shown in the flowcharts or otherwise described in this document, for example, a sequenced list that can be considered as executable instructions for implementation Logical functions, such as QRR L Ln / Pznz / B / YIL, may be incorporated into any computer-readable medium for use by an instruction-executing system, apparatus, or device (for example, a computer-based system, a system including a processor, or other system capable of obtaining an instruction from the instruction-executing system, apparatus, or device) and executing the instruction, or for use in combination with such instruction-executing systems, apparatus, or devices. In this specification, the term “computer-readable medium” may be any apparatus capable of containing, storing, communicating, propagating, or transmitting programs for use by the instruction-executing system, apparatus, or device, or for use in combination with such instruction-executing systems, apparatus, or devices.More specific examples (a non-exhaustive list) of computer-readable media include: an electrically connected part (electronic device) having one or more wires, a laptop floppy disk (magnetic device), random-access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), a fiber-optic device, and a portable compact disc read-only memory (CD-ROM). Furthermore, computer-readable media can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other medium, and then editing, interpreting, or otherwise processing it as needed, and then storing it in a computer's memory. It should be understood that various parts of this description can be implemented in hardware, software, firmware, or a combination thereof. In the implementations described above, multiple steps or methods can be implemented using software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if the implementation is in hardware, as in another implementation, it can be carried out using any of the following well-known technologies in the art, or a combination thereof: a discrete logic circuit including a logic gate circuit to implement a logic function for a data signal, a dedicated integrated circuit including a suitable combined logic gate circuit, a programmable gate array (PGA), a field-programmable gate array (FPGA), and the like. QRR L Ln / Pznz / B / YIL In the descriptions in this specification, the terms “an embodiment,” “some embodiments,” “an example,” “a specific example,” or “some examples” mean that a specific feature, structure, material, or characteristic described with reference to the embodiment or example is included in at least one embodiment or example of this application. In this specification, exemplary expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be appropriately combined in one or more of the embodiments or examples. In the present description, it should be understood that the orientation or position relationships indicated by terms such as “center,” “longitudinal,” “transverse,” “length,” “width,” “thickness,” “over,” “below,” “front,” “back,” “left,” “right,” “vertical,” “horizontal,” “above,” “below,” “inside,” “outside,” “clockwise,” “counterclockwise,” “axial direction,” “radial direction,” and “circumferential direction” are based on the orientation or position relationships shown in the drawings and are used simply to facilitate and shorten the illustration and description, rather than to indicate or imply that the apparatus or element mentioned must have a particular orientation or be constructed and operated in a particular orientation. Therefore, such terms should not be construed as a limitation of the present description. Furthermore, the terms “first” and “second” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or a number of the stated technical features. Therefore, a feature defined by the term “first” or “second” may explicitly indicate or implicitly include at least one of those features. In the context of this description, the term “multiple” means at least two, such as two and three, unless specifically defined otherwise. In this description, unless explicitly specified or defined otherwise, terms such as “install,” “join,” “connect,” and “fix” should be understood in a broad sense. For example, a connection may be a fixed connection, a detachable connection, or an integral connection; or a connection may be a mechanical connection or an electrical connection; or a connection may be a connection QAA L Ln / PZnZ / B / YIL refers to a direct connection, an indirect connection through an intermediary medium, internal communication between two elements, or a mutual reaction relationship between two elements, unless explicitly stated otherwise. A person skilled in the art can understand the specific meanings of the above terms in the present description according to specific contexts. In this description, unless explicitly specified or defined otherwise, the fact that the first feature is located “above” or “below” the second feature may indicate that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediary medium. Furthermore, the fact that the first feature is “above,” “on,” or “over” the second feature may indicate that the first feature is directly above or obliquely above the second feature, or may simply indicate that the horizontal position of the first feature is greater than that of the second feature.That the first feature is “below”, “under” and “below” the second feature may indicate that the first feature is directly below the second feature or obliquely below the second feature, or it may simply indicate that the horizontal position of the first feature is less than that of the second feature. Although the embodiments described herein have been shown and described above, it is understood that the above embodiments are exemplary and should not be considered a limitation of this description. A person skilled in the art may make changes, modifications, replacements, or variations to the above embodiments within the scope of this description.

Claims

1. A method for identifying vehicle load distribution, comprising the steps of: acquiring the vehicle speed and longitudinal acceleration of a vehicle; acquiring an actual driving force of the vehicle when the longitudinal acceleration is less than an acceleration threshold; obtaining an actual pitch angle of the vehicle according to the actual driving force and vehicle speed; and obtaining the vehicle load distribution according to the actual pitch angle.

2. The vehicle load distribution identification method of claim 1, wherein obtaining an actual vehicle pitch angle according to the actual driving force and vehicle speed comprises: obtaining a reference driving force corresponding to the vehicle speed according to the vehicle speed and acquiring a reference pitch angle; and obtaining the actual pitch angle according to the actual driving force, the reference driving force, and the reference pitch angle.

3. The vehicle load distribution identification method of claim 2, wherein obtaining the actual pitch angle according to the actual driving force, the reference driving force, and the reference pitch angle comprises: calculating a first difference between the reference driving force and the actual driving force; acquiring a vehicle mass and calculating a first ratio of the first difference with respect to the mass; and summing the first ratio with the reference pitch angle to obtain the actual pitch angle.

4. The vehicle load distribution identification method of claim 2, wherein obtaining the actual pitch angle based on the actual driving force, the reference driving force, and the reference pitch angle comprises: calculating an average of a plurality of actual driving forces to obtain an average driving force; calculating a second difference between the reference driving force and the average driving force; acquiring a vehicle mass and calculating a second ratio of the second difference with respect to the mass; and adding the second ratio with the reference pitch angle to obtain the actual pitch angle.

5. The vehicle load distribution identification method of claim 1, wherein obtaining the vehicle load distribution according to the actual approach angle comprises: acquiring a front-to-rear axle distance, a front suspension stiffness and a rear suspension stiffness of the vehicle; and calculating the vehicle load distribution according to the actual approach angle, the front-to-rear axle distance, the front suspension stiffness and the rear suspension stiffness.

6. The vehicle load distribution identification method of claim 1, wherein the vehicle load distribution is calculated using the following equation: _ F / kz - F_ / k. L where Θ is the actual pitch angle, L is the distance between the front and rear axles, ki, k2 are respectively the front suspension stiffness and the rear suspension stiffness, and Fi, F2 are respectively a load on the front axle and a load on the rear axle of the vehicle.

7. A vehicle load distribution identification apparatus, comprising: A first acquisition module configured to acquire the vehicle speed and longitudinal acceleration of a vehicle; a second acquisition module configured to acquire the actual driving force of the vehicle when the longitudinal acceleration is less than an acceleration threshold; a calculation module configured to obtain the actual pitch angle of the vehicle according to the actual driving force and vehicle speed; and an identification module configured to obtain the vehicle load distribution according to the actual pitch angle.

8. A computer-readable storage medium having a computer program stored therein, whereby, when executed by a processor, the computer program implements the vehicle load distribution identification method of any of claims 1 to 6. 5 9. An electronic device, comprising a memory and a processor, the memory having a computer program stored therein, when executed by a processor, the computer program implements the vehicle load distribution identification method of any of claims 1 to 6.

10. A vehicle, comprising: the vehicle load distribution identification apparatus of claim 7 or the electronic device of claim 9.

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