Tension assembly, trailer system, stress vehicle and trailer auxiliary driving method

Abstract

The invention provides a pulling force assembly, a trailer system, a stress vehicle and a trailer auxiliary driving method, the trailer system comprises a trailer, the stress vehicle and the pulling force assembly, a first tension meter is arranged on the stress vehicle, a second tension meter is arranged on the trailer, the trailer is used for dragging the stress vehicle to move through a traction rope, and the pulling force assembly is arranged on the stress vehicle. A first control assembly is arranged in the stress vehicle, and a second control assembly is arranged in the trailer. According to the trailer system constructed on the basis of the tension assembly, the stress vehicle auxiliary driving method can be implemented on the stress vehicle, and the trailer auxiliary driving method can be implemented on the trailer, so that the stress vehicle and the trailer can better run under auxiliary driving, and safety accidents are avoided.

Description

Technical Field

[0001] The present invention belongs to the technical field of autonomous driving, and specifically relates to a pulling force component, a trailer system equipped with the pulling force component, a force-bearing vehicle assisted driving method and a trailer assisted driving method implemented based on the trailer system. Background Art

[0002] In the field of vehicle repair and rescue services, when a vehicle breaks down or is damaged and cannot continue to drive, traditional towing services have become a common solution. This service uses a tow truck to tow the broken vehicle to a repair site using a towing rope to move and repair the vehicle. However, although the towing service solves the problem of the vehicle being unable to drive to a certain extent, in actual operation, the traditional towing system faces many challenges and safety hazards.

[0003] On the one hand, the trailer driver needs to remain highly alert during driving and continuously monitor the distance between the trailer and the faulty vehicle through the rearview mirror. This requirement is extremely demanding for trailer drivers, because the tightness of the towing rope is directly related to the safe distance between the trailer and the faulty vehicle. If the towing rope is too tight, especially in complex road conditions such as uphill, it may break due to excessive tension, leading to serious traffic accidents. On the contrary, if the towing rope is too loose, the distance between the trailer and the faulty vehicle may be too close, increasing the risk of collision.

[0004] In order to meet this challenge, trailer drivers not only need to have rich driving experience and skills, but also need to maintain a high level of concentration and reaction speed during driving. However, in actual operation, due to fatigue, tension, distraction or misjudgment of vehicle dynamics caused by long-term driving, trailer drivers often find it difficult to respond quickly and accurately at critical moments, thus increasing the risk of traffic accidents.

[0005] On the other hand, the traditional towing system also requires a driver to be arranged on the faulty vehicle to monitor the distance between it and the trailer and take braking measures when necessary to prevent rear-end collision. The driver in the faulty vehicle plays a vital role in the towing process, but the pressure he faces cannot be ignored. Vehicle damage itself may be accompanied by complex mechanical failures, electrical system failures and other problems, which may interfere with the judgment and operation of the driver of the faulty vehicle. At the same time, changes in road conditions, mismatched trailer speeds, and sudden changes in towing rope tension that may occur during the towing process all require the driver of the faulty vehicle to have a high degree of adaptability and concentration. In actual operation, the driver of the faulty vehicle may fail to take correct countermeasures in time due to fatigue, tension, negligence or misjudgment of the vehicle's condition, resulting in traffic accidents.

[0006] In addition, from the perspectives of efficiency and cost, traditional trailer systems also have obvious limitations. For example, the requirement that there must be personnel accompanying the faulty vehicle increases the labor cost and time cost of rescue operations. In emergency rescue scenarios, this additional personnel allocation may delay precious rescue time and result in greater losses. If the driver causes damage to the vehicle or a traffic accident due to improper operation or negligence during the towing process, additional repair costs and legal liabilities will also be incurred, further increasing the rescue cost. Summary of the Invention

[0007] The purpose of this application is to provide a tensile force component, a trailer system, a force-receiving vehicle, and a trailer-assisted driving method.

[0008] According to one aspect of this application, a tensile force component is provided, including a towing rope and a first tensiometer and a second tensiometer arranged at both ends of the towing rope. The first tensiometer and the second tensiometer are respectively used to be connected to different vehicles, and the first tensiometer and the second tensiometer synchronously output force-receiving data in response to the same traction force.

[0009] In one embodiment, both the first tensiometer and the second tensiometer are provided with communication modules for wirelessly radiating wireless signals into the air, and the wireless signals contain corresponding force-receiving data.

[0010] In one embodiment, the first tensiometer and the second tensiometer are electrically connected through a cable buried in the towing rope, and one of the first tensiometer and the second tensiometer is electrically connected to the power interface of the corresponding vehicle through the power line in the cable.

[0011] Furthermore, both the first tensiometer and the second tensiometer are provided with fixed ends for fixedly connecting to the corresponding vehicles.

[0012] According to one aspect of this application, a trailer system is provided, including a trailer, a force-receiving vehicle, and the tensile force component as described in any one of the previous items. The first tensiometer is arranged on the force-receiving vehicle, the second tensiometer is arranged on the trailer, the trailer is used to drag the force-receiving vehicle to move through the towing rope, and a first control component is arranged in the force-receiving vehicle and a second control component is arranged in the trailer.

[0013] According to one aspect of this application, a method for assisting in driving a force-receiving vehicle is provided, which is characterized in that it is applied to the trailer system as described in the previous item. Among them, based on the first control component to implement the method for assisting in driving the force-receiving vehicle, it includes the following steps:

[0014] Receive the first force-receiving data output by the first tensiometer;

[0015] Match the first force data with the corresponding towing force interval, where multiple sub-intervals are sequentially provided in the towing force interval, and set the sub-interval corresponding to the first force data as the first target sub-interval;

[0016] Generate a target braking instruction based on the first target sub-interval;

[0017] Control the braking of the force-bearing vehicle according to the target braking instruction.

[0018] In one embodiment, in the step of matching the first force data with the corresponding towing force interval, the following steps are further included:

[0019] When the first force data is outside the towing force interval, re-execute the auxiliary driving method of the force-bearing vehicle.

[0020] In one embodiment, in the step of matching the first force data with the corresponding towing force interval, the following steps are further included:

[0021] Receive the second force data output by the second tensiometer;

[0022] When the first force data is within the towing force interval and the second force data is within a preset tensile force interval, determine whether the absolute value of the difference between the first force data and the second force data is within a preset range. If not, re-execute the auxiliary driving method of the force-bearing vehicle.

[0023] According to one aspect of the present application, there is provided a trailer auxiliary driving method applied to the trailer system as described in the previous object. Among them, the trailer auxiliary driving method is implemented based on the second control component, including the following steps:

[0024] Receive the second force data output by the second tensiometer;

[0025] Match the second force data with the corresponding tensile force interval, where multiple sub-intervals are sequentially provided in the tensile force interval, and set the sub-interval corresponding to the second force data as the second target sub-interval;

[0026] Generate an alarm message based on the second target sub-interval and output the alarm message to the display component of the central control platform of the trailer for display.

[0027] In one embodiment, in the step of matching the second force data with the corresponding tensile force interval, the following steps are further included:

[0028] When the second force data is outside the tensile force interval, re-execute the trailer auxiliary driving method.

[0029] Compared with the prior art, this application has many advantages, including but not limited to:

[0030] (1) The force-bearing vehicle assisted driving method of the present application realizes accurate monitoring and immediate feedback of the force state of the force-bearing vehicle by receiving the first force data output by the first dynamometer in real time. The core of the force-bearing vehicle assisted driving method is that it can instantly reflect the current force state of the force-bearing vehicle and make intelligent judgments and decisions based on this state. Specifically, when the force-bearing vehicle is subjected to too small a pulling force or is in an unstable state, the first dynamometer will immediately output the corresponding force data. These data are then sent to the first control component for processing and analysis. By matching with the preset drag range, the system can quickly determine the current force state of the force-bearing vehicle and generate corresponding target braking instructions based on this state.

[0031] The advantage of this process is that it can detect and respond to potential overload or instability in a timely manner. In the traditional towing method, since the driver cannot obtain the force data of the load-bearing vehicle in real time, he can only take countermeasures after the problem occurs. This load-bearing vehicle assisted driving method can provide early warning and intervention before the problem occurs, thereby effectively avoiding the loss of control or accidents caused by uneven or excessive force on the trailer system.

[0032] Furthermore, the application of the stress-bearing vehicle assisted driving method not only improves the safety and stability of the trailer system, but also reduces the labor intensity and psychological pressure of the driver of the stress-bearing vehicle. In the traditional trailer method, the driver of the stress-bearing vehicle needs to be highly alert at all times to deal with possible emergencies. This stress-bearing vehicle assisted driving method can automatically monitor and judge the stress state of the stress-bearing vehicle, and take corresponding measures to ensure the safe and stable operation of the system. This allows the driver of the stress-bearing vehicle to focus more on driving itself, improving the convenience and comfort of driving.

[0033] (2) The trailer assisted driving method of the present application can collect and analyze the pulling force data of the trailer in real time. Once the second force data exceeds the preset safety range, a warning will be issued immediately to remind the trailer driver to take corresponding measures. This real-time feedback mechanism helps the trailer driver to respond quickly and avoid potential safety risks. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0035] Figure 1This is a schematic diagram of the structure of a trailer system according to a typical embodiment of the present application.

[0036] Figure 2 This is a schematic diagram of the circuit principle of a trailer system according to an embodiment of the present application.

[0037] Figure 3 This is a flow chart of the force-assisted driving method for a typical embodiment of the present application.

[0038] Figure 4 This is a flowchart diagram of the step of matching the first force data with the corresponding drag force interval in one embodiment of the present application.

[0039] Figure 5 A flowchart of a trailer assisted driving method according to a typical embodiment of the present application.

[0040] Figure 6 This is a flowchart diagram of the step of matching the second force data with the corresponding tension interval in one embodiment of the present application.

[0041] Figure 7 This is a schematic structural diagram of a force-bearing vehicle auxiliary driving device according to a typical embodiment of the present application.

[0042] Figure 8 This is a schematic diagram of the structure of a trailer auxiliary driving device according to a typical embodiment of the present application.

[0043] Fig. 9 It is a schematic diagram of the structure of the computer device in the embodiment of the present application. DETAILED DESCRIPTION

[0044] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and cannot be interpreted as limiting the present application.

[0045] It will be understood by those skilled in the art that, unless expressly stated, the singular forms "one", "said", and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present application refers to the presence of the features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof. It should be understood that when we refer to an element as being "connected" or "coupled" to another element, it may be directly connected or coupled to the other element, or there may be an intermediate element. In addition, the "connection" or "coupling" used herein may include wireless connection or wireless coupling. The term "and / or" used herein includes all or any unit and all combinations of one or more associated listed items.

[0046] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those generally understood by those skilled in the art to which this application belongs. It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with those in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless specifically defined as here.

[0047] The present application provides a tension component, combined with Figure 1 The tension assembly includes a first tension meter 110, a second tension meter 120 and a traction rope 130, one end of the traction rope 130 is connected to the first tension meter 110, and the other end of the traction rope 130 is connected to the second tension meter 120.

[0048] The first tension meter 110 and the second tension meter 110 are both used to detect the tension applied from the outside, and the first tension meter 110 and the second tension meter 120 can both generate force data based on the corresponding tension.

[0049] In this embodiment, the first dynamometer 110 and the second dynamometer 120 are used to be connected to different vehicles respectively.

[0050] The present application also provides a trailer system 200, which includes a trailer 210, a stressed vehicle 220, and the above-mentioned tension assembly, wherein the first tension gauge 110 of the tension assembly is arranged on the stressed vehicle 220, and the second tension gauge 120 is arranged on the trailer 210. The trailer 210 can apply tension to the stressed vehicle 220 through the second tension gauge 120, the traction rope 130, and the first tension gauge 110 to pull the stressed vehicle 220 to move. In this embodiment, the brake assembly of the stressed vehicle 220 is in good function, so that the stressed vehicle 220 can be braked through the brake assembly to control the speed of the stressed vehicle 220. In one embodiment, the stressed vehicle 220 is a faulty vehicle, and the trailer 210 drags the stressed vehicle 220 to move through the traction rope 130.

[0051] Combination Figure 2 The force-bearing vehicle 220 is provided with a first control component 221, and the first control component 221 is electrically connected to the first dynamometer 110 and the second dynamometer 120 respectively. The first dynamometer 110 and the second dynamometer 120 can output their respective force data to the first control component 221 respectively.

[0052] The trailer 210 is provided with a second control component 211 , which is electrically connected to the first force meter 110 and the second force meter 120 , respectively. The first force meter 110 and the second force meter 120 can output their respective force data to the second control component 211 .

[0053] In one embodiment, the first tension gauge 110 is provided with a first fixed end (not shown), and the first fixed end is used to be fixedly connected to the front of the force-bearing vehicle 220; the second tension gauge 120 is provided with a second fixed end (not shown), and the second fixed end is used to be fixedly connected to the rear of the trailer 210. In this embodiment, it is recommended that the first fixed end and the second fixed end are hooks, but this should not be understood as a limitation to the present application.

[0054] In one embodiment, the first tension meter 110 is provided with a first communication module 111, the second tension meter 120 is provided with a second communication module 121, the stressed vehicle 220 is provided with a third communication module 222, and the trailer 210 is provided with a fourth communication module 212. The first tension meter 110 can send a first signal to the outside through the first communication module 111, the stressed vehicle 220 can receive the first signal through the third communication module 222, and the trailer 210 can receive the first signal through the fourth communication module 212. The second tension meter 120 can send a second signal to the outside through the second communication module 121, the stressed vehicle 220 can receive the second signal through the third module, and the trailer 210 can receive the second signal through the fourth communication module 212. In this embodiment, the communication modules of the first tension meter 110, the second tension meter 120, the stressed vehicle 220, and the trailer 210 can be wireless communication devices such as Bluetooth or radio frequency.

[0055] In another embodiment, the first tensile meter 110 and the second tensile meter 120 are electrically connected via a cable, and the cable is buried in the traction rope 130 to hide the cable. In this embodiment, the cable includes a power supply line, one end of which is electrically connected to the power interface of the force-bearing vehicle 220 or the power interface of the trailer 210, so as to supply power to the first tensile meter 110 and the second tensile meter 120 via the power supply line. The cable also includes a communication line, which sequentially connects the trailer 210, the second tensile meter 120, the first tensile meter 110 and the force-bearing vehicle 220, so that data communication can be performed among the four, and the first tensile meter 110 and the second tensile meter 120 can output the force data detected by each to the trailer 210 and the force-bearing vehicle 220 respectively.

[0056] The present application also provides a method for assisting driving of a vehicle under stress, which is implemented based on the trailer system, and the first control component of the vehicle under stress is responsible for executing the method for assisting driving of the vehicle under stress. Figure 3 The method for assisting driving of a vehicle under load comprises the following steps:

[0057] Step S1100, receiving first force data output by a first dynamometer:

[0058] When the trailer applies a force to the stressed vehicle through the towing rope, the first dynamometer can detect the force applied by the trailer to the stressed vehicle and generate first force data. The first dynamometer encapsulates the generated first force data in a first signal, and the first dynamometer outputs the first signal to the outside. The first control component of the stressed vehicle receives the first signal output by the first dynamometer, and the first control component parses the first force data from the first signal, that is, obtains the magnitude of the force applied by the trailer to the stressed vehicle.

[0059] Step S1200, matching the first force data with a corresponding drag force interval, wherein the drag force interval is sequentially provided with a plurality of sub-intervals, and setting the sub-interval corresponding to the first pulling force data as a first target sub-interval:

[0060] The first control component is preset with a drag interval, and the left and right endpoints of the drag interval are zero and a drag extreme value, and the drag extreme value is greater than zero. When the first force data is in the drag interval, it indicates that the trailer exerts a force on the force-receiving vehicle, and the trailer drags the force-receiving vehicle to move; otherwise, it indicates that the trailer does not exert a force on the force-receiving vehicle, and the force-receiving vehicle moves by itself, for example, the force-receiving vehicle moves according to inertia during a downhill process.

[0061] The first control component divides the drag interval into a plurality of subintervals (the subintervals are referred to as drag subintervals), and the plurality of drag subintervals are sequentially divided into a first drag subinterval, a second drag subinterval, a third drag subinterval, and so on, from the zero value of the drag interval to the drag extreme value, until the Nth drag subinterval. The left end point of the first drag subinterval is zero, and the right end point of the Nth drag subinterval is the drag extreme value.

[0062] After acquiring the first force data, the first control component compares the first force data with a plurality of drag sub-intervals in the drag interval, and sets the drag sub-interval where the first force data is located as a first target sub-interval.

[0063] Step S1300: generating a braking instruction based on the first target sub-interval:

[0064] The first control component is provided with a plurality of brake instructions corresponding to a plurality of drag sub-intervals of the drag interval. For example, a first brake instruction is provided corresponding to the first drag sub-interval, a second brake instruction is provided corresponding to the second drag sub-interval, a third brake instruction is provided corresponding to the third drag sub-interval... and so on, an Nth brake instruction is provided corresponding to the Nth drag sub-interval. The brake instruction represents the braking depth of the stressed vehicle. The deeper the brake of the stressed vehicle, the faster the speed of the stressed vehicle decreases, so that a safe distance is maintained between the stressed vehicle and the trailer. In other words, when the traction force applied by the trailer to the stressed vehicle is smaller, the stressed vehicle needs to control its own brakes in time, so that a safe distance is maintained between the stressed vehicle and the trailer, so as to avoid the stressed vehicle from colliding with the trailer.

[0065] The braking depth represented by the first braking instruction is greater than the braking depth represented by the second braking instruction, the braking depth represented by the second braking instruction is greater than the braking depth represented by the third braking instruction... and so on, the braking depth represented by the N-1th braking instruction is greater than the braking depth represented by the Nth braking instruction. In this embodiment, the braking depth represented by the Nth braking instruction is assumed to be 0, which means that the Nth braking instruction represents no braking. In this embodiment, for ease of understanding, the braking instructions can also be understood as different brake gears, but this should not be understood as limiting the present application.

[0066] After acquiring the first target sub-interval, the first control component sets the braking instruction corresponding to the first target sub-interval as the target braking instruction. For example, when the first target sub-interval is the first drag sub-interval, the first braking instruction is the target braking instruction.

[0067] Step S1400, controlling the braking of the stressed vehicle according to the target braking instruction:

[0068] After obtaining the target braking instruction, the first control component controls the braking of the stressed vehicle based on the braking depth represented by the target braking instruction, so that the stressed vehicle brakes accordingly, controls the distance between the stressed vehicle and the trailer, and maintains a safe distance between the stressed vehicle and the trailer to prevent the stressed vehicle from colliding with the trailer.

[0069] Based on any embodiment of the force-bearing vehicle assisted driving method of the present application, in the step of matching the first force data with the corresponding drag force interval, the following specific steps are also included:

[0070] S1210: When the first force data is outside the drag force range, the force-bearing vehicle assisted driving method is re-executed:

[0071] When the first force data output by the first dynamometer is too large, it indicates that the trailer exerts a greater force on the force-receiving vehicle to drag the force-receiving vehicle to move. For example, when on an uphill section, the trailer needs to increase the traction force on the force-receiving vehicle to drive the force-receiving vehicle to move.

[0072] When the first force data is too large, the first force data will be outside the dragging force range. When the first control component determines that the first force data is outside the dragging force range, the first control component does not control the brakes of the force-bearing vehicle to avoid the trailer being unable to drag the force-bearing vehicle to move; and the first control component executes the force-bearing vehicle assisted driving method again after a predetermined time, so that the force-bearing vehicle can continue to determine whether to brake and decelerate the force-bearing vehicle according to the size of the first force data obtained again.

[0073] In one embodiment, when the first control component receives multiple first force data within a preset time, it will determine the confidence of the multiple first force data within the preset time, and remove the data with poor confidence to avoid system errors affecting the assisted driving of the force-bearing vehicle. Specifically, the first control component receives multiple first force data within a preset time, and builds a variance or standard deviation model based on the multiple first force data. If one or more of the multiple first force data are far from the variance or standard deviation, the first force data far from the variance or standard deviation is considered unreliable, and the unreliable first force data is removed to reduce the impact of system errors on the driving of the force-bearing vehicle.

[0074] Based on any embodiment of the force-bearing vehicle assisted driving method of the present application, in the step of matching the first force data with the corresponding drag force interval, refer to Figure 4 , further comprising the following steps:

[0075] Step S1220, receiving second force data output by the second dynamometer;

[0076] When the trailer applies a force to the stressed vehicle, the second dynamometer will detect the force applied by the trailer and generate second force data. The second dynamometer encapsulates the second force data in a second signal, and the first control component can receive the second signal output by the second dynamometer and parse the corresponding second force data from the second signal.

[0077] Step S1230, when the first force data is within the drag force range and the second force data is within the preset pulling force range, determine whether the absolute value of the difference between the first force data and the second force data is within the preset range; if not, re-execute the force-assisted driving method for a vehicle:

[0078] The first control component is preset with a tension interval. In this embodiment, the tension interval preset by the first control component is the same as the tension interval preset by the second control component below. When the second force data is within the tension interval, it indicates that the second force data is within the normal traction range of the trailer. When the trailer tows the stressed vehicle normally, the first force data obtained by the first dynamometer is within the traction interval, and the second force data obtained by the second dynamometer is within the tension interval, then the first force data and the second force data will be equal or approximately equal. If the first force data and the second force data are not equal or not approximately equal, it indicates that there is a problem with the force data detected by the first dynamometer and / or the second dynamometer, and they cannot be used to assist the driving of the stressed vehicle.

[0079] Furthermore, the first control component is provided with a first preset range. When the first force data is in the drag range and the second force data is in the pulling range, if the absolute value of the difference between the first force data and the second force data is within the first preset range, it indicates that the first force data is equal to or approximately equal to the second force data, and the first control component can normally execute the force-bearing vehicle assisted driving method.

[0080] If the absolute value of the difference between the first force data and the second force data is outside the first preset range, it indicates that the difference between the first force data and the second force data is too large, and there is a problem with the first force data and / or the second force data, and it cannot be used to assist the driving of the force-bearing vehicle. Afterwards, the first control component re-executes the force-bearing vehicle assisted driving method after a preset time.

[0081] The present application also provides a trailer assisted driving method, which is implemented based on the trailer system described above, and the second control component of the trailer is responsible for executing the trailer assisted driving method. Figure 5 The trailer assisted driving method comprises the following specific steps:

[0082] Step S2100, receiving second force data output by a second dynamometer:

[0083] When the trailer applies a force to the stressed vehicle through the towing rope, the second dynamometer can detect the force applied by the trailer to the stressed vehicle and generate second force data. The second dynamometer encapsulates the generated second force data in a second signal, and the second dynamometer outputs the second signal to the outside. The second control component of the trailer receives the second signal output by the second dynamometer, and the second control component parses the second force data from the second signal to obtain the magnitude of the force applied by the trailer to the stressed vehicle.

[0084] Step S2200, matching the second force data with a corresponding tension interval, wherein the tension interval is sequentially provided with a plurality of sub-intervals, and setting the sub-interval corresponding to the second force data as a second target sub-interval:

[0085] The second control component is preset with a tension range, and the left and right endpoints of the tension range are a first tension end value and a second tension end value, the first tension end value is 0N, and the second tension end value is a preset value greater than the first tension end value.

[0086] The second control component divides the tension interval into a plurality of sub-intervals (the sub-intervals are called tension sub-intervals), and the plurality of tension sub-intervals are sequentially divided into a first tension sub-interval, a second tension sub-interval, a third tension sub-interval, and so on until an Nth tension sub-interval from the first tension end value of the tension interval to the second tension end value. The left end point of the first tension sub-interval is the first tension end value, and the right end point of the Nth tension sub-interval is the second tension end value.

[0087] After acquiring the second force data, the second control component compares the second force data with a plurality of tension sub-intervals in the tension interval, and sets the tension sub-interval where the second force data is located as a second target sub-interval.

[0088] Step S2300: Generate warning information based on the second target sub-interval, and output the warning information to a display component of the central control platform of the trailer for display:

[0089] It can be understood that the second control component determines whether to issue an alarm based on the second force data output by the second dynamometer. The larger the second force data, the greater the alarm level generated by the second control component, so as to warn the driver to reduce the torque output to the stressed vehicle in time to avoid breaking the traction rope. The second control component is provided with multiple alarm messages corresponding to multiple tension sub-intervals of the tension interval.

[0090] For example, a first warning information is provided for the first tension sub-interval, a second warning information is provided for the second tension sub-interval, a third warning information is provided for the third tension sub-interval, and so on, and an Nth warning information is provided for the Nth tension sub-interval. The warning level represented by the first warning information is less than the warning level represented by the second warning information, the warning level represented by the second warning information is less than the warning level represented by the third warning information, and so on, and the warning level represented by the N-1th warning information is less than the warning level represented by the Nth warning information.

[0091] In this embodiment, the first alarm information, the second alarm information, ... until the Nth alarm information can also be understood as different alarm levels, but this should not be understood as limiting the present application.

[0092] After acquiring the second target sub-interval, the second control component sets the warning information corresponding to the second target sub-interval as the target warning information. For example, when the second target sub-interval is the second tension sub-interval, the first brake warning is the target warning information.

[0093] After obtaining the target warning information, the second control component outputs the target warning information to the display component of the central control platform of the trailer for display. The driver of the trailer can obtain the warning information from the display component, and obtain the second force data detected by the second dynamometer from the warning information, that is, the magnitude of the traction output by the trailer to the force-bearing vehicle. The driver of the trailer can determine whether it is necessary to reduce the output torque to avoid breaking the traction rope according to the magnitude of the second force data and the warning degree represented by the warning information.

[0094] In one embodiment, after acquiring the target warning information, the second control component controls the trailer to reduce the output traction force based on the warning level represented by the target warning information to prevent the traction force output by the trailer from being too large and breaking the traction rope.

[0095] Based on any embodiment of the trailer assisted driving method of the present application, in the step of matching the second force data with the corresponding pulling force interval, the following specific steps are also included:

[0096] Step S2210: when the second force data is outside the pulling force range, the trailer assisted driving method is re-executed:

[0097] When the second force data output by the second dynamometer is too small or zero, it indicates that the force applied by the trailer to the stressed vehicle is too small or no force is applied to the stressed vehicle. The second control component accordingly determines that the traction applied by the trailer to the stressed vehicle is in a safe state, and the second control component does not output warning information to the display component of the trailer to avoid the driver of the trailer obtaining useless driving information, thereby interfering with the driver's driving of the trailer. Moreover, the second control component executes the trailer assisted driving method again after a predetermined period of time to continue to assist the driver of the trailer in driving the trailer.

[0098] Based on any embodiment of the trailer assisted driving method of the present application, in the step of matching the second force data with the corresponding pulling force interval, refer to Figure 6 , and also includes the following specific steps:

[0099] Step S2220, receiving first force data output by the first dynamometer:

[0100] When the trailer applies force to the stressed vehicle, the first dynamometer will detect the force applied by the trailer and generate first force data. The first dynamometer encapsulates the first force data in a first signal, and the second control component can receive the first signal output by the first dynamometer and parse the first signal to obtain the corresponding first force data.

[0101] Step S2230: when the first force data is within the preset drag force range and the second force data is within the pulling force range, determine whether the absolute value of the difference between the first force data and the second force data is within a preset range; if not, re-execute the trailer assisted driving method:

[0102] The second control component is preset with a towing range. In this embodiment, the towing range set by the second control component is the same as the towing range set by the first control component described above. When the first force data is within the towing range, it indicates that the first force data is within the normal traction range of the trailer. When the trailer is towing the stressed vehicle normally, the first force data obtained by the first dynamometer is within the towing range, and the second force data obtained by the second dynamometer is within the traction range, then the first force data and the second force data will be equal or approximately equal. If the first force data and the second force data are not equal or not approximately equal, it indicates that there is a problem with the force data detected by the first dynamometer and / or the second dynamometer, and they cannot be used to assist the driving of the trailer.

[0103] Furthermore, the second control component is provided with a preset range. When the first force data is in the towing range and the second force data is in the pulling range, if the absolute value of the difference between the first force data and the second force data is within the preset range, it indicates that the first force data is equal to or approximately equal to the second force data, and the second control component can normally execute the trailer assisted driving method.

[0104] If the absolute value of the difference between the first force data and the second force data is outside the preset range, it indicates that the difference between the first force data and the second force data is too large, and there is a problem with the first force data and / or the second force data, and it cannot be used to assist the driving of the trailer. Afterwards, the second control component re-executes the trailer assisted driving method after a preset time.

[0105] This application also provides a force-bearing vehicle auxiliary driving device, see Figure 7, which includes a first force receiving module 5100, a drag matching module 5200, a brake generating module 5300 and a brake control module 5400, wherein the first force receiving module 5100 receives the first force data output by the first dynamometer; the drag matching module 5200 matches the first force data with the corresponding drag interval, wherein the drag interval is sequentially provided with a plurality of sub-intervals, and the sub-interval corresponding to the first force data is set as a first target sub-interval; the brake generating module 5300 generates a target brake command based on the first target sub-interval; and the brake control module 5400 controls the braking of the force-bearing vehicle according to the target brake command.

[0106] Based on any embodiment of the force-bearing vehicle assisted driving device of the present application, the force-bearing vehicle assisted driving device further includes: a first re-execution unit. When the first force data is outside the drag force interval, the force-bearing vehicle assisted driving method is re-executed.

[0107] Based on any embodiment of the force-bearing vehicle assisted driving device of the present application, the force-bearing vehicle assisted driving device also includes: a first force receiving unit, receiving second force data output by the second tension meter; a second re-execution unit, when the first force data is within the drag range and the second force data is within the preset tension range, determining whether the absolute value of the difference between the first force data and the second force data is within a preset range; if not within the preset range, re-executing the force-bearing vehicle assisted driving method.

[0108] This application also provides a trailer auxiliary driving device, see Figure 8 , which includes a second force receiving module 6100, a tension matching module 6200 and an alarm module 6300, wherein the second force receiving module 6100 receives second force data output by a second tension meter; the tension matching module 6200 matches the second force data with a corresponding tension interval, wherein the tension interval is sequentially provided with a plurality of sub-intervals, and the sub-interval corresponding to the second force data is set as a second target sub-interval; the alarm module 6300 generates an alarm message based on the second target sub-interval, and outputs the alarm message to the display component of the central control platform of the trailer for display.

[0109] Based on any embodiment of the trailer assisted driving device of the present application, the trailer assisted driving device further includes: a third re-execution unit, which re-executes the trailer assisted driving method when the second force data is outside the tension range.

[0110] Based on any embodiment of the trailer assisted driving device of the present application, the trailer assisted driving device also includes: a first tension receiving unit, receiving the first force data output by the first tension meter; a fourth re-control unit, when the first force data is within the preset towing force range and the second force data is within the tension range, determining whether the absolute value of the difference between the first force data and the second force data is within a preset range, and if not within the preset range, re-executing the trailer assisted driving method.

[0111] Based on any embodiment of this application, please refer to Fig. 9 Another embodiment of the present application further provides a computer device, which can be used as a controller of the vehicle, such as Fig. 9 As shown, a schematic diagram of the internal structure of a computer device. The computer device includes a processor, a computer-readable storage medium, a memory, and a network interface connected via a system bus. Among them, the computer-readable storage medium of the computer device stores an operating system, a database, and a computer program encapsulating computer-readable instructions. The database may store a control information sequence. When the computer-readable instructions are executed by the processor, the processor may implement a force-carrying vehicle assisted driving method or a trailer assisted driving method. The processor of the computer device is used to provide computing and control capabilities to support the operation of the entire computer device. The memory of the computer device may store computer-readable instructions. When the computer-readable instructions are executed by the processor, the processor may execute the force-carrying vehicle assisted driving method or the trailer assisted driving method of the present application. The network interface of the computer device is used to connect and communicate with a terminal. Those skilled in the art will understand that Fig. 9 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0112] In this embodiment, the processor is used to execute Figure 7 or Figure 8 The memory stores the program code and various data required to execute the above modules or submodules. The network interface is used to transmit data between user terminals or servers. The memory in this embodiment stores the program code and data required to execute all modules / submodules in the auxiliary driving device for the supported vehicle or the auxiliary driving device for the trailer of this application, and the server can call the program code and data of the server to execute the functions of all submodules.

[0113] The present application also provides a non-volatile computer-readable storage medium, which, when the computer-readable instructions are executed by one or more processors, enables the one or more processors to execute the steps of the force-bearing vehicle assisted driving method or the trailer assisted driving method described in any embodiment of the present application.

[0114] The present application also provides a computer program product, including a computer program / instruction, which, when executed by one or more processors, implements the steps of the force-bearing vehicle assisted driving method or the trailer assisted driving method described in any embodiment of the present application.

[0115] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments of the present application can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the aforementioned storage medium can be a computer-readable storage medium such as a disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM).

[0116] The above description is only a partial implementation method of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

[0117] To summarize, the trailer system constructed based on the tension component of the present application can implement the force-bearing vehicle assisted driving method on the force-bearing vehicle and the trailer assisted driving method on the trailer, so that the force-bearing vehicle and the trailer can drive better under assisted driving to avoid safety accidents.

Claims

1. A tension component, characterized in that: The invention comprises a traction rope and a first dynamometer and a second dynamometer arranged at both ends of the traction rope. The first dynamometer and the second dynamometer are respectively used to connect with different vehicles. The first dynamometer and the second dynamometer synchronously output force data in response to the same traction force.

2. The tension assembly according to claim 1, characterized in that: The first tension meter and the second tension meter are both provided with a communication module for radiating wireless signals into the air in a wireless manner, and the wireless signals contain corresponding force data.

3. The tension assembly according to claim 1, characterized in that: The first tension gauge is electrically connected to the second tension gauge via a cable, the cable is buried in the traction rope, and one of the first tension gauge and the second tension gauge is electrically connected to a power interface of a corresponding vehicle via a power line in the cable.

4. The tension assembly according to any one of claims 1 to 3, characterized in that: The first dynamometer and the second dynamometer are both provided with a fixed end, and the fixed end is used for fixed connection with a corresponding vehicle.

5. A trailer system, characterized in that: It comprises a trailer, a force-bearing vehicle and a tension assembly as described in any one of claims 1 to 4, wherein the first tension gauge is arranged on the force-bearing vehicle, the second tension gauge is arranged on the trailer, the trailer is used to drag the force-bearing vehicle to move via the traction rope, the force-bearing vehicle is provided with a first control assembly, and the trailer is provided with a second control assembly.

6. A method for assisting driving of a force-bearing vehicle, characterized in that: Applied to the trailer system according to claim 5, wherein the force-bearing vehicle assisted driving method is implemented based on the first control component, comprising the following steps: receiving first force data output by a first dynamometer; Matching the first force data with a corresponding drag force interval, wherein the drag force interval is sequentially provided with a plurality of sub-intervals, and setting the sub-interval corresponding to the first force data as a first target sub-interval; generating a target braking instruction based on the first target sub-interval; The brakes of the stressed vehicle are controlled according to the target braking instruction.

7. The method for assisting driving of a vehicle according to claim 6, characterized in that: The step of matching the first force data with the corresponding drag force interval also includes the following steps: When the first force data is outside the drag force range, the force-bearing vehicle assisted driving method is re-executed.

8. The method for assisting driving of a vehicle according to claim 6, characterized in that: The step of matching the first force data with the corresponding drag force interval also includes the following steps: receiving second force data output by the second dynamometer; When the first force data is within the drag range and the second force data is within the preset pulling range, determine whether the absolute value of the difference between the first force data and the second force data is within the preset range; if not, re-execute the force vehicle assisted driving method.

9. A trailer assisted driving method, characterized in that: Applied to the trailer system according to claim 5, wherein the trailer assisted driving method is implemented based on the second control component, comprising the following steps: receiving second force data output by a second dynamometer; Matching the second force data with a corresponding tension interval, wherein the tension interval is sequentially provided with a plurality of sub-intervals, and setting the sub-interval corresponding to the second force data as a second target sub-interval; Alarm information is generated based on the second target sub-interval, and the alarm information is output to a display component of a central control platform of the trailer for display.

10. The trailer assisted driving method according to claim 9, characterized in that: The step of matching the second force data with the corresponding tension interval further includes the following steps: When the second force data is outside the pulling force range, the trailer assisted driving method is re-executed.

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