Vehicle mass and wheel dynamic load parameter acquisition method and device and storage medium

Abstract

The invention discloses a vehicle mass and wheel dynamic load parameter acquisition method and device and a storage medium, and relates to the technical field of electronic mechanical braking, and the method comprises the steps: determining a mass estimation value of a target vehicle according to the air resistance in the operation process of the target vehicle, the longitudinal force of each shaft of a wheel and the acceleration of the vehicle; determining a mass calculation value and a mass error correction calculation value of the target vehicle by applying a least square method according to the mass estimation value; determining an actual mass value of the target vehicle according to the mass calculation value and the mass error correction calculation value; and wheel dynamic load parameters of the target vehicle are determined according to the mass actual value, the longitudinal and lateral acceleration, the mass center height and vehicle design parameters. By applying the calculation method disclosed by the invention, the calculation cost and the calculation complexity can be reduced while the vehicle quality and the wheel dynamic load parameter calculation precision can be ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of electronic mechanical braking (EMB), and in particular to a method, device and storage medium for acquiring vehicle mass and wheel dynamic load parameters. Background Art

[0002] When the vehicle is in a braking state, due to the presence of acceleration, load transfer caused by the braking intensity and the vehicle's own design parameters will occur, and the difference in wheel dynamic loads on the front and rear axles will be relatively large. At this time, when the vehicle's EMB system brakes, more accurate wheel dynamic load data is required to make a braking torque decision to prevent wheel locking outside the control decision. When the vehicle's EMB system brakes, the vehicle mass is one of the fundamental bases for the decision, especially when commercial vehicles are in an empty and fully loaded state, the vehicle mass may differ by 3 to 4 times, which will not only have a decisive impact on the wheel dynamic load, thereby affecting the braking torque, but also have a great impact on the driving torque, the output power of the motor, etc. When the vehicle is working, its real-time wheel dynamic load and overall mass need to be obtained in real time, so it is necessary to design a vehicle mass and wheel dynamic load parameter acquisition system suitable for EMB.

[0003] Among the existing vehicle mass estimation methods, the more mature one is the Dynamic Vehicle Weighing System (WIN), which consists of a series of sensors and software. However, the system is relatively expensive and is rarely used in actual automobile production due to economic factors. Other vehicle mass estimation methods generally have disadvantages such as low estimation accuracy, difficulty in obtaining input signals, and poor robustness. Some estimation methods that improve accuracy have the disadvantages of high complexity, occupying more computing power of the vehicle system, and delays caused by more error correction calculations.

[0004] In view of the high cost, low accuracy and high complexity of existing estimation methods for vehicle mass and wheel dynamic load, the present invention proposes a method, device and storage medium for obtaining vehicle mass and wheel dynamic load parameters. Summary of the invention

[0005] The object of the present invention is to provide a method, device and storage medium for obtaining vehicle mass and wheel dynamic load parameters, which can improve the accuracy of vehicle mass calculation, obtain wheel dynamic load parameters based on the vehicle mass, improve the accuracy of wheel dynamic load parameter acquisition, and the parameters involved in the calculation of vehicle mass and wheel dynamic load parameters are relatively small, thereby ensuring the calculation accuracy while reducing the calculation cost and complexity.

[0006] To achieve the above object, the present invention provides the following solutions:

[0007] A method for obtaining vehicle mass and wheel dynamic load parameters, comprising:

[0008] Determine the estimated mass value of the target vehicle according to the air resistance and the longitudinal forces of each axle of the wheels and the vehicle acceleration during the operation of the target vehicle;

[0009] Determine the mass calculation value and mass error correction calculation value of the target vehicle by applying the least square method according to the mass estimation value; determine the actual mass value of the target vehicle according to the mass calculation value and the mass error correction calculation value;

[0010] The wheel dynamic load parameters of the target vehicle are determined according to the actual mass value, the longitudinal and lateral accelerations, the center of mass height and the vehicle design parameters.

[0011] A computer device comprises: a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the above-mentioned method for acquiring vehicle mass and wheel dynamic load parameters.

[0012] A computer-readable storage medium having a computer program stored thereon, characterized in that when the computer program is executed by a processor, the above-mentioned method for obtaining vehicle mass and wheel dynamic load parameters is implemented.

[0013] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0014] The present invention provides a method, device and storage medium for obtaining vehicle mass and wheel dynamic load parameters. The vehicle mass is first estimated according to the operation data during the operation of the vehicle, and then the vehicle mass estimation is converted into a quadratic programming problem using the least squares method, so that the actual mass of the vehicle can be determined more accurately. A real-time error correction mechanism is also adopted to correct the mass calculation value in real time using the mass error correction calculation value calculated in real time, thereby ensuring the accuracy of the vehicle mass calculation; the wheel dynamic load parameters are obtained based on the vehicle mass, thereby improving the accuracy of the wheel dynamic load parameter acquisition; in addition, the parameters involved in calculating the vehicle mass and the wheel dynamic load parameters in the present invention are relatively small, so the calculation cost is reduced, the calculation complexity is reduced, and the calculation efficiency can also be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 A schematic flow chart of a method for obtaining vehicle mass and wheel dynamic load parameters provided in Example 1 of the present invention;

[0017] Figure 2 A schematic diagram of a vehicle mass and wheel dynamic load parameter acquisition method provided in Embodiment 1 of the present invention;

[0018] Figure 3 A schematic diagram of a flow chart for determining whether mass estimation can be performed based on vehicle speed and other information provided in Example 1 of the present invention.

[0019] Figure 4 A schematic diagram of a fault degradation process provided in Example 1 of the present invention;

[0020] Figure 5 A flowchart of actual quality value calculation provided in Example 1 of the present invention;

[0021] Figure 6 A schematic diagram of vehicle parameters provided in Example 1 of the present invention;

[0022] Figure 7 A schematic diagram of the acceleration fault degradation process provided in Example 1 of the present invention. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] The purpose of the present invention is to provide a method, device and storage medium for obtaining vehicle mass and wheel dynamic load parameters, aiming to propose a method for estimating vehicle mass and wheel dynamic load with high accuracy and low cost, which requires less computing power and fewer signals and has high robustness, real-time calculation and real-time error correction mechanism.

[0025] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] Example 1

[0027] like Figure 1 and Figure 2 As shown, a method for obtaining vehicle mass and wheel dynamic load parameters in this embodiment first obtains the mass estimation value, then determines whether the vehicle speed and other information can be used for mass estimation and fault degradation, and finally uses the least squares method to solve the actual vehicle mass. The specific process is as follows:

[0028] S1: Determine the estimated mass value of the target vehicle according to the air resistance, the longitudinal forces of each axle of the wheels, and the vehicle acceleration during the operation of the target vehicle.

[0029] 1) Get quality estimate:

[0030] The car driving equation is:

[0031] F t =F f +F w +F q +F j (1)

[0032] In the formula, F t is the driving force, F f is the road friction resistance, F w is the air resistance, F q is the slope resistance, F j For the acceleration resistance, transforming formula (1) yields:

[0033] F t -F f -F w -F q =F j (2)

[0034] To estimate the mass of the car, we need to obtain the acceleration resistance, F t -F f -F q It can be regarded as the resultant longitudinal force of each axle of the tire, F w It can be calculated from vehicle speed, vehicle design parameters and Reynolds coefficient.

[0035] Among them, F w The calculation formula is as follows:

[0036]

[0037] In the formula, C D is the air resistance coefficient, A is the windward area, u a is the car's speed.

[0038] The longitudinal force of each wheel axis can be calculated by formula (3) (the relationship between moment, force and lever arm):

[0039] M=F×L (3)

[0040] In the formula, M is the total torque of the wheel at this time, and F is the longitudinal force of the wheel on each axle. To calculate the total torque of the wheel at this time, it is necessary to consider the driving torque M of the wheel t , Braking torque M b , rolling resistance torque M f , acceleration resistance torque M j, and input the gear position signal S, wheel speed signal ω, and EMB push rod displacement signal l of each wheel transmitted by the sensor t , wheel radius signal r, wheel rotation inertia signal J, motor / internal combustion engine torque M Mot 、V x The calculation formula of the total wheel torque M is:

[0041] M=M t -M f -M j -M b (4)

[0042] Where M t The total transmission ratio d is obtained by looking up the table from the gear signal S. g , the main reducer transmission ratio is d0, so the total transmission ratio is:

[0043] d=d×d

[0044] Then, we can use formula (5) to find:

[0045] M t =M Mot ×d (5)

[0046] Among them, the braking torque M b The push rod displacement signal l t It can be obtained by looking up the table after actual vehicle calibration;

[0047] The acceleration resistance torque is calculated from the tire speed and then the acceleration is calculated using formula (6):

[0048]

[0049] In the formula, is the acceleration derived from the wheel speed. J is the wheel rotation inertia signal detected by the sensor.

[0050] Rolling resistance torque M f It is obtained by calibrating different wheel speeds on the actual vehicle.

[0051] At this time, the longitudinal force of the wheel can be obtained:

[0052]

[0053] In the formula, the wheel radius signal r is taken as L. The longitudinal force F includes the longitudinal forces of each axis of the wheel, F x1 ,F x2 ,F x3 ,F x4 ,F x5 ,F x6 ,Fx7 ,F x8 , which are the longitudinal forces of the 1st axle left wheel, 1st axle right wheel, 2nd axle left wheel, 2nd axle right wheel, 3rd axle left wheel, 3rd axle right wheel, 4th axle left wheel and 4th axle right wheel. At this time, it is necessary to input the longitudinal force F of each axle xi , as well as the vehicle speed v and acceleration a, the mass estimate is:

[0054]

[0055] In the formula, C D is the Reynolds coefficient, A is the frontal area of ​​the vehicle, v is the speed of the vehicle, and a represents the acceleration of the vehicle.

[0056] Therefore, the specific process of step S1 is:

[0057] (1) The air resistance is determined according to the vehicle's current speed, frontal area and air resistance coefficient.

[0058] (2) Determine the total torque of each wheel axle based on the driving torque, braking torque, rolling resistance torque, and acceleration resistance torque of each wheel axle.

[0059] (3) Determine the longitudinal force on each wheel axle based on the total torque on each wheel axle and the wheel radius.

[0060] (4) The mass estimation value at the current moment is determined based on the air resistance, the longitudinal forces on each axis of the wheel, and the vehicle acceleration.

[0061] The mass estimation process in step S1 is only performed when the vehicle is driving in a straight line. The estimation result is not updated when the vehicle is turning. Whether the vehicle is turning can be determined based on the estimated value of the steering wheel angle. The mass estimation requires the vehicle speed to be within a certain range to be accurate, and it needs to be calibrated according to the actual vehicle. Figure 3 As shown, (1) obtain information such as vehicle speed, vehicle acceleration, and vehicle turning angle; (2) make a judgment: if the vehicle acceleration is greater than the calibrated value, it is true if it is greater than the calibrated value, otherwise it is false; if the vehicle speed is between the calibrated upper and lower limits, it is true if it is within this interval, otherwise it is false; if the vehicle turning angle is less than the calibrated upper limit, it is true if it is less than the calibrated upper limit, otherwise it is false; (3) perform an AND operation on the three types of judgment information in step (2) to obtain feasibility information for mass estimation. If the information is true, mass estimation can be performed, otherwise the mass estimation will not continue to be updated. If the information is false, the mass estimation remains unchanged from the previous moment.

[0062] In the mass estimation process of step S1, when each signal monitoring is faulty or ineffective (i.e., the signal is abnormal), the mass estimation calculation is not performed. The fault condition of each signal is monitored separately: 1) longitudinal acceleration signal fault or failure monitoring; 2) longitudinal speed signal fault or failure; 3) wheel angle signal fault or failure; 4) tire longitudinal force signal fault or failure; the monitoring results of the above four signals are combined and processed. If any signal fails or fails, the vehicle mass estimation fails or the mass estimation process is not performed, and the estimated mass remains unchanged at the previous moment, that is, the mass estimation value before the failure is used.

[0063] Therefore, combined with Figure 3 and Figure 4 , before executing step S1 "determining the mass estimation value of the target vehicle according to the air resistance and the longitudinal forces of each axle of the wheel and the vehicle acceleration during the operation of the target vehicle", it also includes:

[0064] (1) Determine whether the vehicle acceleration is greater than a preset acceleration value, whether the vehicle speed is within a preset speed range, whether the vehicle turning angle is less than a preset turning angle, and whether the monitoring results of the vehicle's longitudinal acceleration signal, longitudinal speed signal, wheel turning angle signal, and tire longitudinal force signal are all normal.

[0065] (2) If the judgment results of the four judgment conditions are all yes, the mass estimation value at the current moment is determined based on the air resistance and the longitudinal force of each axis of the wheel and the vehicle acceleration at the current moment.

[0066] (3) If the judgment results of the four judgment conditions are not all yes, the quality estimation value at the current moment will adopt the quality estimation value at the previous moment.

[0067] S2: Determine the mass calculation value and mass error correction calculation value of the target vehicle by applying the least square method according to the mass estimation value; determine the actual mass value of the target vehicle according to the mass calculation value and the mass error correction calculation value.

[0068] The actual mass of the vehicle is solved using the least squares method, and the real-time wheel dynamic load is subsequently obtained from the calculated mass. When the mass estimation can be performed based on information such as vehicle speed, and after fault degradation, the mass calculation value and mass error correction calculation value at the current time will be output based on the initial value of the mass estimation at each moment. First, the reference mass m0 of the vehicle at rest needs to be calibrated. In order to improve the robustness of mass estimation, the mass estimation in this method is a dual-thread calculation, in which the main thread performs real-time mass calculation (mass calculation value), and the secondary thread performs real-time mass calculation with different initial value conditions (mass error correction calculation value), thereby performing real-time error correction on the result of the mass calculation value and improving the robustness of the estimation.

[0069] The process of using the least squares method to solve the actual mass of the vehicle is:

[0070]

[0071] Where Γ is the variance of the estimated initial value of mass and the calculated value of vehicle mass (actual value of vehicle mass) at each moment multiplied by the credibility coefficient ζ at the current moment k The sum after Γ is converted into binomial form:

[0072] Γ=M T ΩM.

[0073] Among them, Ω is the credibility coefficient matrix at each moment, and the dimension size is a diagonal matrix of time length; M is the difference matrix of the estimated mass value at each moment and the actual mass of the vehicle, with the number of rows being the time length and the number of columns being 1. If the time length is n, then:

[0074]

[0075] In practical application, the importance of the quality of each element ζ in the matrix Ω can be estimated according to the vehicle's working time and different time periods. n Adjustment needs to be made according to the change in working status, and in the driving state at the same time, ζ n It is always 1, indicating that the weight of the estimated quality at each time is the same.

[0076] At this point, the solution to the mass m can be transformed into a quadratic programming problem. Since fault degradation will be performed in the subsequent process, the limiting condition at this time can be set to g(x) = 0. The constructed Lagrangian function at this time is:

[0077] L(m,λ)=Γ(m)+λg(x) (11)

[0078] Where λ represents the Lagrange coefficient.

[0079] And because g(x)=0, so L(m,λ)=Γ(m), using the minimum value idea of ​​the least squares method, we can get that in order to minimize the value of the Lagrangian function, we have:

[0080]

[0081] From the above, we can know that in order to make the partial derivative of the constructed Lagrangian function with respect to mass m zero, we need to have:

[0082]

[0083] Among them, when n is 1, m1 is the mass estimation value obtained at the first moment during the operation of the vehicle.

[0084] This achieves high accuracy with low computing power requirements. At the same time, the secondary thread also performs the above calculations to obtain the calculation quality m for error correction. f ,for:

[0085]

[0086] Among them, when n is 1, m1 is the reference mass calibrated when the vehicle is stationary.

[0087] m f The difference from m is that when m f When calculating, change m1 to the calibrated reference value m0. f The absolute value of the difference is greater than the set calibration value M bd , the main thread's calculation times will be reset to a certain set value, and at this time, running m=m f Error correction calculation.

[0088] Combination Figure 5 It can be concluded that in step S2, determining the actual mass value of the target vehicle according to the mass calculation value and the mass error correction calculation value specifically includes:

[0089] (1) Calculating the absolute value of the difference between the quality calculation value and the quality error correction calculation value.

[0090] (2) If the absolute value of the difference is greater than the set calibration value, the mass calculation value is set to the mass error correction calculation value to obtain the actual mass value.

[0091] (3) If the absolute value of the difference is less than the set calibration value, the mass calculation value is set to the actual mass value.

[0092] S3: Determine the wheel dynamic load parameters of the target vehicle according to the actual mass value, longitudinal and lateral accelerations, center of mass height and vehicle design parameters.

[0093] For the calculation of wheel dynamic load, in addition to the structural data of the vehicle, the real-time acceleration and mass data of the vehicle are also required. During the operation of the vehicle, the mass of the vehicle is not easy to obtain. Therefore, based on the above-mentioned method for obtaining the mass of the vehicle, the present invention also proposes a method for calculating the wheel dynamic load.

[0094] like Figure 2 As shown, the calculation using rigid body dynamics not only takes into account the distribution of the vehicle's static load on each wheel, but also takes into account the impact of longitudinal and lateral acceleration on the dynamic load of the wheel, which has higher accuracy.

[0095] By inputting the longitudinal and lateral acceleration values, the center of mass height and the vehicle design parameters, the wheel dynamic load parameters can be calculated by the following formula (the first part is the load on each wheel when the vehicle is statically loaded, the second part is the change in wheel load caused by the longitudinal acceleration, and the third part is the change in wheel load caused by the lateral acceleration):

[0096]

[0097] In the formula, h g is the height of the center of mass; a x and a y Respectively represent longitudinal acceleration and lateral acceleration; F z1 ,F z2 ,F z3 ,F z4 ,F z5 ,F z6 ,F z7 ,F z8 are the tire vertical forces of the left wheel on axle 1, the right wheel on axle 1, the left wheel on axle 2, the right wheel on axle 2, the left wheel on axle 3, the right wheel on axle 3, the left wheel on axle 4, and the right wheel on axle 4; L1, L2, L3, L4 are the distances from the center of mass of axle 1, axle 2, axle 3, and axle 4 respectively; m is the calculated mass value; g represents the acceleration due to gravity; and B represents the wheelbase. Figure 6 Schematic diagram of vehicle parameters.

[0098] like Figure 7 As shown, before calculating the wheel dynamic load parameters, the lateral acceleration and longitudinal acceleration fault degradation are performed. Monitor the lateral acceleration signal and the longitudinal acceleration signal: 1) When the lateral acceleration signal fails or fails, the output result is false, otherwise it is true. 2) When the longitudinal acceleration signal fails or fails, the output result is false, otherwise it is true. Perform a sum operation on the monitoring results of the longitudinal and lateral acceleration signals. If the result is false, the vertical force estimation fails, and the vertical force of each wheel is output as a specific calibration value (preset value). If the result is true, the calculated wheel dynamic load is output.

[0099] Therefore, before executing step S3 "determining the wheel dynamic load parameters of the target vehicle according to the actual mass value, longitudinal and lateral accelerations, center of mass height and vehicle design parameters", it also includes:

[0100] Determine whether the monitoring results of the lateral acceleration signal and the longitudinal acceleration signal are both normal.

[0101] If so, the wheel dynamic load parameters of the target vehicle are determined according to the actual mass value, longitudinal and lateral acceleration, center of mass height and vehicle design parameters; the wheel dynamic load parameters include the tire vertical forces of 1-axle left wheel, 1-axle right wheel, 2-axle left wheel, 2-axle right wheel, 3-axle left wheel, 3-axle right wheel, 4-axle left wheel and 4-axle right wheel.

[0102] If not, the wheel dynamic load parameter is set to a preset vertical force calibration value.

[0103] This embodiment has the following technical advantages:

[0104] 1. The present invention uses the least squares method to transform the vehicle mass estimation into a quadratic programming problem, and defines the credibility under each working state, so that the method has the characteristics of high credibility and low computing power requirement.

[0105] 2. The real-time error correction mechanism adopted by the present invention enables the estimation error to be corrected in real time, making it more robust and more accurate in control.

[0106] 3. The present invention requires fewer input calculation parameters, which reduces the difficulty of obtaining estimated parameters and improves the adaptability and economy of the method to the actual vehicle.

[0107] 4. The wheel dynamic load calculation of the present invention not only takes into account the wheel load when the vehicle is stationary, but also takes into account the wheel dynamic load changes caused by longitudinal and lateral accelerations, and has high accuracy.

[0108] Example 2

[0109] A computer device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of a method for acquiring vehicle mass and wheel dynamic load parameters in Example 1.

[0110] Example 3

[0111] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of a method for obtaining vehicle mass and wheel dynamic load parameters in Example 1.

[0112] Example 4

[0113] A computer program product includes a computer program, which, when executed by a processor, implements the steps of a method for obtaining vehicle mass and wheel dynamic load parameters in embodiment 1.

[0114] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0115] The principles and implementation methods of the present invention are described in this article using specific examples. The description of the above embodiments is only used to help understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A method for obtaining vehicle mass and wheel dynamic load parameters, characterized in that: include: Determine the estimated mass value of the target vehicle according to the air resistance and the longitudinal forces of each axle of the wheels and the vehicle acceleration during the operation of the target vehicle; Determine the mass calculation value and mass error correction calculation value of the target vehicle by applying the least square method according to the mass estimation value; determine the actual mass value of the target vehicle according to the mass calculation value and the mass error correction calculation value; The wheel dynamic load parameters of the target vehicle are determined according to the actual mass value, the longitudinal and lateral accelerations, the center of mass height and the vehicle design parameters.

2. A method for obtaining vehicle mass and wheel dynamic load parameters according to claim 1, characterized in that: Before executing the step of "determining the estimated mass value of the target vehicle according to the air resistance and the longitudinal forces of each axle of the wheel and the vehicle acceleration during the operation of the target vehicle", the method for obtaining the vehicle mass and wheel dynamic load parameters further includes: Determine whether the vehicle acceleration is greater than a preset acceleration value, whether the vehicle speed is within a preset speed range, whether the vehicle turning angle is less than a preset turning angle, and whether the monitoring results of the vehicle's longitudinal acceleration signal, longitudinal speed signal, wheel turning angle signal, and tire longitudinal force signal are all normal; If the judgment results of the four judgment conditions are all yes, then determining the mass estimation value at the current moment according to the air resistance and the longitudinal forces of each axis of the wheel and the vehicle acceleration at the current moment; If the judgment results of the four judgment conditions are not all yes, the quality estimation value at the current moment adopts the quality estimation value at the previous moment.

3. A method for obtaining vehicle mass and wheel dynamic load parameters according to claim 2, characterized in that: The estimated mass value of the target vehicle is determined based on the air resistance, longitudinal forces of each wheel axis, and vehicle acceleration during the operation of the target vehicle, including: Determine the air resistance according to the current driving speed, windward area and air resistance coefficient of the vehicle; Determine the total torque of each wheel axle based on the driving torque, braking torque, rolling resistance torque and acceleration resistance torque of each wheel axle; Determine the longitudinal force of each wheel axle based on the total moment of each wheel axle and the wheel radius; The mass estimation value at the current moment is determined based on the air resistance, the longitudinal forces of each axis of the wheel, and the vehicle acceleration.

4. A method for obtaining vehicle mass and wheel dynamic load parameters according to claim 3, characterized in that: The mass estimate is calculated as: Among them, m k F represents the estimated mass value at time k during the vehicle operation; xi Indicates the longitudinal force of each wheel axis, F xi Including F x1 ,F x2 ,F x3 ,F x4 ,F x5 ,F x6 ,F x7 ,F x8 , F x1 ,F x2 ,F x3 ,F x4 ,F x5 ,F x6 ,F x7 ,F x8 They represent the longitudinal forces of the left wheel on axle 1, the right wheel on axle 1, the left wheel on axle 2, the right wheel on axle 2, the left wheel on axle 3, the right wheel on axle 3, the left wheel on axle 4, and the right wheel on axle 4 respectively; F w is air resistance; a represents vehicle acceleration.

5. The method for obtaining vehicle mass and wheel dynamic load parameters according to claim 1, characterized in that: The calculation formula of the mass calculation value is: Where m represents the mass calculation value; n represents the number of moments when the mass is estimated during the operation of the vehicle; when n is 1, m1 is the mass estimation value obtained at the first moment during the operation of the vehicle; The calculation formula of the quality error correction calculation value is: In the formula, m f Represents the calculated value of mass correction; when n is 1, m1 is the reference mass calibrated when the vehicle is stationary.

6. A method for obtaining vehicle mass and wheel dynamic load parameters according to claim 1, characterized in that: Determining the actual mass value of the target vehicle according to the mass calculation value and the mass error correction calculation value specifically includes: Calculating the absolute value of the difference between the mass calculation value and the mass error correction calculation value; If the absolute value of the difference is greater than the set calibration value, the mass calculation value is set as the mass error correction calculation value to obtain the actual mass value; If the absolute value of the difference is smaller than the set calibration value, the mass calculation value is set as the actual mass value.

7. A method for obtaining vehicle mass and wheel dynamic load parameters according to claim 1, characterized in that: Before executing the step of "determining the wheel dynamic load parameters of the target vehicle according to the actual mass value, longitudinal and lateral accelerations, center of mass height and vehicle design parameters", the vehicle mass and wheel dynamic load parameter acquisition method further includes: Determine whether the monitoring results of the lateral acceleration signal and the longitudinal acceleration signal are both normal; If yes, determine the wheel dynamic load parameters of the target vehicle according to the actual mass value, longitudinal and lateral accelerations, center of mass height and vehicle design parameters; the wheel dynamic load parameters include tire vertical forces of 1-axle left wheel, 1-axle right wheel, 2-axle left wheel, 2-axle right wheel, 3-axle left wheel, 3-axle right wheel, 4-axle left wheel and 4-axle right wheel; If not, the wheel dynamic load parameter is set to a preset vertical force calibration value.

8. A method for obtaining vehicle mass and wheel dynamic load parameters according to claim 1 or 7, characterized in that: The expression of the wheel dynamic load parameter of the target vehicle is: In the formula, h g is the height of the center of mass; a x and a y Respectively represent longitudinal acceleration and lateral acceleration; F z1 ,F z2 ,F z3 ,F z4 ,F z5 ,F z6 ,F z7 ,F z8 are the tire vertical forces of the left wheel on axle 1, the right wheel on axle 1, the left wheel on axle 2, the right wheel on axle 2, the left wheel on axle 3, the right wheel on axle 3, the left wheel on axle 4 and the right wheel on axle 4; L1, L2, L3, L4 are the distances from the center of mass of axle 1, axle 2, axle 3 and axle 4 respectively; m is the calculated mass value; g is the acceleration due to gravity; and B is the wheelbase.

9. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement a method for obtaining vehicle mass and wheel dynamic load parameters as described in any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, a method for obtaining vehicle mass and wheel dynamic load parameters as described in any one of claims 1 to 8 is implemented.

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