Real-time state monitoring and early warning method and device for trailer ABS

Abstract

The invention provides a real-time state monitoring and early warning method and device for a trailer ABS, and relates to the technical field of vehicle brake control. Collecting multi-source monitoring data, and judging whether the working state of the ABS of the trailer is normal or not in combination with the working parameters of the ABS; if so, setting a first evaluation item and a second evaluation item; according to the basic operation indexes of the target trailer, the first evaluation item and the second evaluation item are combined, and traction force distribution verification, braking force collaboration verification and dynamic stability verification are conducted in sequence; and based on the verification result, carrying out risk comprehensive assessment, and if the risk threshold interval is exceeded, sending an abnormity prompt, and generating a trailer ABS fault diagnosis report. According to the method and the device, the technical problem of incomplete ABS fault diagnosis of the trailer due to lack of comprehensive analysis of multiple working states in the prior art can be solved, and the comprehensiveness of ABS fault diagnosis is improved by performing multiple verification on the trailer.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle brake control, and in particular to a real-time status monitoring and early warning method and device for trailer ABS. Background Art

[0002] Trailer ABS is an anti-lock braking system installed on trailers to prevent wheels from locking when braking, thereby improving braking effect and driving safety. The real-time status monitoring method of trailer ABS usually relies on multiple sensors installed on the trailer to collect key data and judge the working status of ABS through data analysis. It usually relies on fixed data analysis to judge the working status of the ABS system and triggers an alarm when an abnormality is detected. It lacks comprehensive verification of multiple working states under complex road conditions and different driving environments, resulting in incomplete or inaccurate fault diagnosis of trailer ABS in some cases. At the same time, when potential faults occur, drivers and maintenance personnel may not be able to obtain relevant information in a timely manner, thereby increasing driving safety risks.

[0003] In summary, the prior art has a technical problem of incomplete fault diagnosis of trailer ABS due to the lack of comprehensive analysis of various working states of the trailer under complex road conditions. Summary of the invention

[0004] The purpose of this application is to provide a real-time status monitoring and early warning method and device for trailer ABS, so as to solve the technical problem in the prior art that trailer ABS fault diagnosis is incomplete due to the lack of comprehensive analysis of various working states of the trailer under complex road conditions.

[0005] In view of the above problems, the present application provides a real-time status monitoring and early warning method and device for trailer ABS.

[0006] In the first aspect, the present application provides a real-time status monitoring and early warning method for trailer ABS, which is implemented by a real-time status monitoring and early warning device for trailer ABS, wherein the real-time status monitoring and early warning method for trailer ABS includes: based on the basic operating indicators of the target trailer, connecting a monitoring unit, wherein the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; using the monitoring unit to collect multi-source monitoring data, using the on-board communication network of the target trailer to synchronously transmit it to a data processing center, and combining the ABS working parameters to judge the trailer ABS. Whether the working status of S is normal; if the working status of the trailer ABS is normal, calculate the slip rate of each wheel of the target trailer, set the first evaluation item, and at the same time, analyze the fluctuation frequency and amplitude of the braking pressure, and set the second evaluation item; through the basic operating indicators of the target trailer, combined with the first evaluation item and the second evaluation item, perform traction distribution verification, braking force coordination verification, and dynamic stability verification in turn; based on the traction distribution verification results, the braking force coordination verification results, and the dynamic stability verification results, perform a comprehensive risk assessment. If the risk threshold range is exceeded, an abnormal reminder is sent, and a trailer ABS fault diagnosis report is generated.

[0007] In the second aspect, the present application also provides a real-time status monitoring and early warning device for trailer ABS, which is used to execute the real-time status monitoring and early warning method for trailer ABS as described in the first aspect, wherein the real-time status monitoring and early warning device for trailer ABS includes: a monitoring unit setting module, which is used to connect the monitoring unit based on the basic operating indicators of the target trailer, and the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; a data processing module, which is used to use the monitoring unit to collect multi-source monitoring data, and use the on-board communication network of the target trailer to synchronously transmit it to the data processing center, and combine the ABS working parameters to determine whether the working state of the trailer ABS is normal An evaluation item setting module is used to calculate the slip rate of each wheel of the target trailer and set the first evaluation item if the working state of the trailer ABS is normal. At the same time, it analyzes the fluctuation frequency and amplitude of the braking pressure and sets the second evaluation item; a verification and analysis module is used to perform traction distribution verification, braking force coordination verification, and dynamic stability verification in sequence through the basic operating indicators of the target trailer in combination with the first evaluation item and the second evaluation item; a risk assessment module is used to perform a comprehensive risk assessment based on the traction distribution verification results, the braking force coordination verification results, and the dynamic stability verification results. If the risk threshold range is exceeded, an abnormal reminder is sent and a trailer ABS fault diagnosis report is generated.

[0008] One or more technical solutions provided in this application have at least the following technical effects or advantages: Based on the basic operating indicators of the target trailer, a monitoring unit is connected, and the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; the monitoring unit is used to collect multi-source monitoring data, and the data is synchronously transmitted to the data processing center using the on-board communication network of the target trailer, and combined with the ABS working parameters, it is judged whether the working state of the trailer ABS is normal; if the working state of the trailer ABS is normal, the slip rate of each wheel of the target trailer is calculated, and a first evaluation item is set. At the same time, the fluctuation frequency and amplitude of the brake pressure are analyzed, and a second evaluation item is set; through the basic operating indicators of the target trailer, combined with the first evaluation item and the second evaluation item, traction distribution verification, braking force coordination verification, and dynamic stability verification are carried out in sequence; based on the traction distribution verification results, the braking force coordination verification results, and the dynamic stability verification results, a comprehensive risk assessment is carried out. If the risk threshold range is exceeded, an abnormal reminder is sent, and a trailer ABS fault diagnosis report is generated. In other words, by connecting the monitoring unit to collect multi-source data, combining the ABS working parameters to determine the trailer ABS status, and then calculating the slip rate and brake pressure evaluation items, the traction, braking force coordination and dynamic stability verification are carried out, and a comprehensive risk assessment is carried out based on the verification results. If the threshold is exceeded, an early warning is issued and a fault diagnosis report is generated. The ABS working status is comprehensively analyzed, the brakes are jointly controlled, and the wheel braking force is adjusted. This effectively reduces problems such as missed faults and false alarms, improves the accuracy of monitoring and early warning, and thus improves the safety of trailer driving.

[0009] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented according to the contents of the specification, and in order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are specifically cited below. It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present application, nor is it intended to limit the scope of the present application. Other features of the present application will become easy to understand through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the present application or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only exemplary, and for ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0011] Figure 1 This is a flow chart of the real-time status monitoring and early warning method for trailer ABS used in this application.

[0012] Figure 2This is a structural diagram of the real-time status monitoring and early warning device for trailer ABS in this application.

[0013] Explanation of the accompanying drawings: monitoring unit setting module 11, data processing module 12, evaluation item setting module 13, verification and analysis module 14, risk assessment module 15. DETAILED DESCRIPTION

[0014] This application solves the technical problem of incomplete fault diagnosis of trailer ABS in the prior art due to the lack of comprehensive analysis of various working states of trailers under complex road conditions by providing a real-time state monitoring and early warning method and device for trailer ABS. The system collects multi-source data by connecting the monitoring unit, judges the trailer ABS state in combination with ABS working parameters, and then calculates the slip rate and brake pressure evaluation items, performs traction, braking force coordination and dynamic stability verification, and conducts comprehensive risk assessment based on the verification results. If the threshold is exceeded, an early warning is issued and a fault diagnosis report is generated. The working state of ABS is comprehensively analyzed, and the problems of missed fault detection and false alarm are effectively reduced, and the accuracy of monitoring and early warning is improved, thereby improving the safety of trailer driving.

[0015] Below, the technical solutions in the present application will be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments of the present application. It should be understood that the present application is not limited to the example embodiments described herein. Based on the embodiments of the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present application. It should also be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, rather than all of them.

[0016] For example, please refer to the attached Figure 1 The present application provides a real-time status monitoring and early warning method for trailer ABS, wherein the real-time status monitoring and early warning method for trailer ABS is implemented by a real-time status monitoring and early warning device for trailer ABS, and the real-time status monitoring and early warning method for trailer ABS specifically includes the following steps: S100: Based on the basic operating indicators of the target trailer, a monitoring unit is connected, wherein the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor.

[0017] Specifically, the basic operating indicators of the target trailer refer to the key performance parameters and data involved in the actual operation of the trailer, including the current speed, load status, road adhesion coefficient and ambient temperature of the target trailer, which are used to evaluate the performance and status of the trailer. According to the basic operating indicators of the target trailer, the monitoring unit is connected to ensure that the required operating indicator data of the trailer can be monitored. The monitoring unit refers to an integrated equipment system that includes multiple sensors and measuring instruments that can collect various operating data of the trailer in real time, including cameras, wheel speed sensors, acceleration sensors, brake pressure sensors, etc. The camera is used to capture the trailer's external environment in real time, helping to monitor surrounding traffic conditions, road conditions, etc., and assisting in determining possible dangerous situations; the wheel speed sensor is used to monitor the rotational speed of each wheel of the trailer, and plays an important role in analyzing wheel slip, ABS working status, wheel locking, etc.; the acceleration sensor is used to measure the acceleration or deceleration of the trailer. During braking or acceleration, it can capture instantaneous acceleration changes and is a key device for determining stability and the necessity of ABS intervention; the brake pressure sensor is used to detect the working pressure of the brake system and reflect the working status of the trailer's brake system. When the pressure exceeds or is lower than the normal value, it means a fault or problem with the brake system.

[0018] Additional load sensors are required on the frame, suspension system or wheels to monitor the trailer's load status in real time and detect the trailer's total load. The road adhesion coefficient indicates the strength of friction between the tire and the road, which affects the braking effect of the trailer. The road adhesion coefficient can be obtained by using a road friction sensor or estimating based on environmental data. Ambient temperature can affect ABS performance, especially in extreme weather conditions. Use temperature sensors (such as thermocouples or RTDs) to monitor ambient temperature in real time. By integrating multiple sensors, the trailer's operating status is fully monitored, and key information such as vehicle speed, wheel speed, acceleration, brake pressure, ambient temperature, etc. are collected in real time to ensure data accuracy and integrity.

[0019] S200: Collect multi-source monitoring data using the monitoring unit, synchronously transmit the data to the data processing center using the vehicle-mounted communication network of the target trailer, and determine whether the working state of the trailer ABS is normal in combination with the ABS working parameters.

[0020] Specifically, the monitoring unit collects various operating data of the trailer in real time to obtain multi-source monitoring data. Multi-source monitoring data refers to data from different types of sensors, which monitor different trailer operating conditions and external environments. For example, the camera provides external environment image data to assist in analyzing road conditions, traffic conditions, etc., to help determine whether the ABS working environment is normal; the wheel speed sensor provides wheel speed data to determine whether the wheel is slipping or locking; the acceleration sensor provides acceleration data to capture the acceleration changes during the braking process and reflect whether the ABS is involved; the brake pressure sensor provides brake system pressure data to determine whether there is abnormal pressure.

[0021] The collected multi-source monitoring data is transmitted to the data processing unit through the on-board communication network of the target trailer for processing. The on-board communication network is a network used for communication between various electronic components inside the vehicle, usually including CAN bus, LIN bus and other protocols. CAN bus is widely used for communication between various electronic systems in the vehicle, including engine control, braking system, ABS, etc. LIN bus is usually used for low-speed communication between on-board electronic devices and can be used for the transmission of sensor data. The data processing center is a computing and storage unit used to receive, process and analyze multi-source monitoring data from the monitoring unit, combine the data with the operating parameters of the ABS system, and evaluate whether the trailer ABS is working properly.

[0022] At the data processing center, based on the multi-source monitoring data received from the monitoring unit and combined with the ABS working parameters of the trailer, the working state of the ABS is evaluated. The monitored multi-source monitoring data is compared with the ABS working parameters to judge the working state of the trailer ABS. ABS working parameters refer to various technical parameters required for the normal operation of the ABS system, such as brake pressure, wheel speed, slip rate, system response time, etc. According to the design parameters and standard operating range of the ABS system, the thresholds of parameters such as slip rate, brake pressure, response time, etc. are set. Compare the multi-source monitoring data with the corresponding thresholds, calculate the slip rate of each wheel, and compare it with the set threshold; analyze the change trend of the brake pressure to detect whether there is abnormal fluctuation; evaluate the acceleration and deceleration performance of the vehicle to determine whether it meets normal expectations; monitor the pressure fluctuation of the brake system to determine whether the braking is stable. Based on the judgment result, determine whether the working state of the trailer ABS is normal. For example, if the actual slip rate exceeds the preset range of the expected slip rate (such as ±5%), it may be judged that the ABS working state is abnormal. By real-time monitoring of the performance of the ABS system, system failures or abnormalities can be discovered in time to improve driving safety.

[0023] S300: If the working state of the trailer ABS is normal, the slip rate of each wheel of the target trailer is calculated and a first evaluation item is set. Meanwhile, the fluctuation frequency and amplitude of the braking pressure are analyzed and a second evaluation item is set.

[0024] Specifically, when the working state of the trailer ABS is normal, the slip rate of each wheel is first calculated. The calculation of the slip rate is based on the real-time collected vehicle speed and wheel speed data. The slip rate refers to the deviation between the wheel speed and the actual driving speed, reflecting whether the wheel is slipping. When the slip rate is too large, it means that the wheel may be locked, and the ABS will intervene to prevent accidents. The slip rate is usually obtained by calculating the difference between the actual driving speed of the vehicle and the speed corresponding to the wheel speed, and the ratio of the actual driving speed of the vehicle. According to the speed of each wheel, the speed corresponding to the speed of each wheel is converted, which is usually calculated by the wheel speed and the wheel radius. Specifically, the speed corresponding to the wheel speed = wheel speed (rpm) × wheel circumference, where the wheel circumference is calculated by multiplying the radius of the wheel by 2π. According to the slip rate of each wheel, a normal range of slip rate is set (such as 0%-20%). If it exceeds this range, it is considered that the wheel may be slipping. Under normal circumstances, the slip rate of each wheel of the trailer should be within a certain range. According to the size of the slip rate, it can be judged whether the wheel is in a normal braking state.

[0025] According to the brake pressure sensor, the pressure data of the brake system is collected in real time, and the frequency of brake pressure fluctuations, that is, the number of fluctuations per unit time, is calculated. The frequency of brake pressure fluctuations indicates how frequently the pressure of the brake system changes during operation. Too frequent fluctuations may mean that the brake system is unstable, or the ABS system intervenes too frequently, affecting driving stability. Calculate the change amplitude of the brake pressure, that is, the pressure difference from the lowest point to the highest point. A large fluctuation amplitude may mean that there is an abnormality in the brake system.

[0026] According to the frequency and amplitude of brake pressure fluctuation, the second evaluation item is set, that is, the normal frequency range and amplitude threshold of brake pressure fluctuation. If these ranges are exceeded, it is considered that there is a problem with the brake system. By real-time monitoring of slip rate and brake pressure, two evaluation items are set to evaluate the dynamic performance of the brake system and detect potential anomalies in time, which helps to identify potential subtle problems and provide early warning.

[0027] S400: Based on the basic operating indicators of the target trailer and in combination with the first evaluation item and the second evaluation item, a traction force distribution check, a braking force coordination check, and a dynamic stability check are performed in sequence.

[0028] Specifically, according to the basic operating indicators of the standard trailer, data related to traction, braking force, and stability are collected, such as real-time speed difference and acceleration sensor data related to traction, braking force and slip rate of each wheel related to braking force, and road surface conditions and acceleration data related to stability. And according to the collected data, the traction distribution map, braking force distribution map and dynamic stability map are drawn, and according to the first evaluation item and the second evaluation item, they are compared with the preset corresponding standard maps to obtain the traction distribution verification results, braking force coordination verification results and dynamic stability verification results.

[0029] Traction distribution refers to the distribution ratio of traction borne by each wheel of the vehicle. The traction distribution verification is to calculate and compare the traction of each wheel of the vehicle to ensure that the traction is reasonably distributed among the wheels to avoid overloading of some wheels, resulting in unbalanced power transmission or vehicle stability problems. Evaluate the longitudinal acceleration change and lateral acceleration change of the target trailer and draw up a traction distribution map. Longitudinal acceleration is the acceleration along the vehicle's forward direction, which is mainly determined by the vehicle's driving force and braking force. Insufficient traction will cause the longitudinal acceleration to decrease. Lateral acceleration is the acceleration of the vehicle in the direction perpendicular to the forward direction, which is usually caused by lateral force (such as centrifugal force when turning). Lateral acceleration is mainly provided by lateral force, which is closely related to traction. Insufficient traction may cause the tire grip to decrease, thereby affecting the lateral acceleration and vehicle stability, and obtaining the traction distribution verification result.

[0030] Braking force coordination refers to the coordination of braking forces between the wheels of the vehicle. Ideally, all wheels should be evenly stressed to achieve the best braking effect. The braking force coordination check ensures that the braking action of all wheels is coordinated by analyzing the braking force output of each wheel to avoid vehicle loss of control or danger caused by uneven braking. According to the basic operating indicators, the braking force distribution ratio of each wheel is determined, and the balance of braking force distribution is evaluated in combination with the slip rate data, and a braking force distribution map is drawn up. The braking force coordination check is performed by comparing the calculated value with the standard braking force distribution curve. If the braking force of the front axle is too large and the braking force of the rear axle is too small, it may mean that the front axle wheel is locked prematurely, or the vehicle is unbalanced during braking, resulting in braking failure or vehicle instability, and the braking force coordination check result is obtained.

[0031] Dynamic stability verification refers to the evaluation of the stability of the vehicle during driving based on the real-time dynamic data of the vehicle (such as yaw rate, lateral acceleration, etc.). Lateral acceleration is the acceleration of the vehicle in the lateral direction, usually caused by turning or sideslipping, and reflects the dynamic response ability of the vehicle in lateral motion. Yaw rate is the speed at which the vehicle rotates around the vertical axis, reflecting the rotational dynamics of the vehicle during turning. Lateral acceleration and yaw rate are closely related during turning. Lateral acceleration provides the necessary centrifugal force, while yaw rate reflects the rotational dynamics of the vehicle. The coordination between the two directly affects the handling stability and safety of the vehicle. If the vehicle is in an unstable state (such as skidding, loss of control, etc.), corresponding control adjustments will be made or warnings will be issued. The vehicle's acceleration sensor and yaw rate data are used to evaluate the dynamic stability of the vehicle. By comparing the real-time data with the standard dynamic stability map, it is determined whether the vehicle has entered the unstable area and the dynamic stability verification result is obtained.

[0032] By performing the three checks in sequence, the trailer's operating status and safety can be fully evaluated, reducing traffic accidents caused by uneven traction distribution, poor braking force coordination or insufficient dynamic stability. The traction distribution check ensures that the traction of each wheel of the trailer is reasonably distributed during driving, avoiding vehicle loss of control or unbalanced acceleration caused by uneven power; the braking force coordination check ensures the coordination of the braking force of each wheel, avoiding the situation where some wheels are locked or insufficient braking when the vehicle is braking; the dynamic stability check monitors the dynamic stability of the vehicle in real time, promptly discovers and handles potential problems such as skidding and loss of control, greatly improving driving safety.

[0033] S500: Based on the traction force distribution verification results, the braking force coordination verification results, and the dynamic stability verification results, a comprehensive risk assessment is performed. If the risk threshold range is exceeded, an abnormal reminder is sent and a trailer ABS fault diagnosis report is generated.

[0034] Specifically, a comprehensive analysis and evaluation is performed based on the traction distribution verification results, the braking force coordination verification results, and the dynamic stability verification results to determine the current driving risk of the vehicle. The traction distribution verification results, the braking force coordination verification results, and the dynamic stability verification results are converted into a number between 0 and 1 as the traction score, the braking force coordination score, and the dynamic stability score. According to the degree of influence of the traction distribution, the braking force coordination and stability on the working state of the trailer ABS, corresponding weights are assigned to the traction distribution verification results, the braking force coordination score, and the dynamic stability score, and the traction score, the braking force coordination score, and the dynamic stability score are weighted to obtain a comprehensive risk assessment value. For example, the traction distribution score is 0.7, the braking force coordination score is 0.8, and the dynamic stability score is 0.9. The weighted calculation results in a comprehensive risk assessment value of 0.8.

[0035] The risk threshold interval is pre-set through experiments, standards and actual road conditions data, that is, the maximum score of the comprehensive risk assessment under normal driving conditions. When the monitored parameters exceed this interval, an alarm will be triggered. If the result of the comprehensive risk assessment exceeds the risk threshold interval, it is determined that there is a safety hazard, and an abnormal reminder will be triggered immediately, including sound and light alarms, dashboard warnings or notifications sent through the vehicle communication system. In addition to issuing warnings, a detailed trailer ABS fault diagnosis report will also be generated, including a summary of the verification results, specific abnormal conditions, causes of failures, recommended measures, reporting time, etc. By comprehensively evaluating factors such as traction, braking force, stability, etc., the system can promptly detect potential safety hazards, issue early warnings, promptly remind drivers and provide suggestions, reduce human errors, and improve driving safety.

[0036] Furthermore, the present application S100 includes: The basic operating indicators include the current speed, load status, road adhesion coefficient and ambient temperature of the target trailer; based on the basic operating indicators, the risk threshold interval is adaptively adjusted.

[0037] Specifically, the basic operating indicators of the target trailer are collected in real time through the monitoring unit, including but not limited to the current vehicle speed, load status, road adhesion coefficient and ambient temperature. The current vehicle speed is the real-time speed of the trailer, usually provided by the wheel speed sensor. The load status refers to the load of the trailer, which usually affects the braking performance, traction, etc. The road adhesion coefficient will change dynamically according to different road conditions (such as dry, wet, etc.). It is a parameter used to measure the friction between the tire and the road surface, affecting the braking and traction of the trailer. The ambient temperature is the temperature of the surrounding environment, which affects the performance of the tires, brake system and other components. Too high or too low temperature will affect the stability and braking performance of the trailer.

[0038] The risk threshold interval is a standard range used to determine whether the trailer ABS is in a dangerous state. If it exceeds this range, it is considered that there is a safety risk. The risk threshold interval is usually set according to the performance, road conditions and environmental factors of the target trailer, and adjusted according to the basic operating indicators. In other words, the risk threshold interval is not fixed, but can be adjusted according to the actual driving state (such as vehicle speed, load, road adhesion and ambient temperature), so as to more accurately evaluate the safety status of the trailer. For example, when the load state is large (such as 10 tons), increase the monitoring of the brake pressure. If the brake pressure drops to a certain threshold, a warning is issued to remind the driver to pay attention. On roads with low adhesion coefficients, actively adjust the speed threshold and braking strategy to reduce the risk of slippage.

[0039] After a comprehensive risk assessment of the target trailer's basic operating indicators, if the risk exceeds the risk threshold range, the trailer is considered to be in danger and an early warning is issued immediately. By adaptively adjusting the risk threshold, the threshold is dynamically optimized according to the real-time environment and trailer status, thereby effectively improving the driving safety of the trailer. Adaptive adjustment can be optimized in real time according to the actual driving status to ensure that the trailer can maintain optimal stability and safety under various conditions.

[0040] Further, the present application S400 includes: Based on the basic operating indicators of the target trailer, the real-time rotational speed difference of each wheel of the target trailer is determined, and in combination with the acceleration sensor data, the longitudinal acceleration change and the lateral acceleration change of the target trailer are evaluated; according to the longitudinal acceleration change and the lateral acceleration change, a traction force distribution map is formulated; based on the first evaluation item and the second evaluation item, the traction force distribution map is compared with the standard traction force distribution map to obtain the traction force distribution verification result.

[0041] Furthermore, the present application also includes the following steps: In the standard traction force distribution map, multiple first comparison partitions are identified based on the first evaluation item; in the standard traction force distribution map, multiple second comparison partitions are identified based on the second evaluation item; and synchronous comparison processing is performed through the multiple first comparison partitions and the multiple second comparison partitions.

[0042] Specifically, based on the basic operating indicators of the target trailer, the speed of each wheel of the target trailer and the acceleration data of the vehicle are collected in real time from the wheel speed sensor and acceleration sensor, so as to calculate the real-time speed difference between each wheel. The real-time speed difference is the difference between the speeds of each wheel, reflecting the working status of each wheel. A large speed difference may mean that some wheels are slipping or locking, affecting the normal distribution of traction.

[0043] Based on the real-time speed difference and combined with the acceleration sensor data, the longitudinal acceleration (front and rear acceleration) and lateral acceleration (left and right acceleration) of the vehicle during driving are collected. Longitudinal acceleration refers to the acceleration or deceleration state of the vehicle in the driving direction, reflecting the acceleration or deceleration process of the vehicle. Abnormal changes in longitudinal acceleration may indicate uneven distribution of traction during braking or acceleration. Lateral acceleration refers to the acceleration in the left and right directions of the vehicle, reflecting the steering and lateral stability of the vehicle. If the lateral acceleration of the vehicle changes too much when turning, it may mean that the traction distribution is unreasonable and some wheels may lose grip during the turn.

[0044] During braking or acceleration, longitudinal acceleration directly affects the distribution of traction. Under normal circumstances, the front axle of the vehicle needs to bear greater traction, while the rear axle may lose some traction during acceleration or braking. During turning, the vehicle's traction will be distributed to the wheels on the inside of the turn. When the vehicle turns, the traction of the outer wheels is greater, while the traction of the inner wheels is less. Based on the acceleration data and the speed difference data, the traction distribution of each wheel under specific working conditions is plotted to obtain a traction distribution map. The traction distribution map is a diagram that shows the traction required or actually distributed to different wheels under specific driving conditions, and describes the traction size and distribution of each wheel under different states (such as acceleration, braking, turning, etc.). The traction distribution map is dynamic and will change with changes in the vehicle state (such as vehicle speed, road adhesion, vehicle load, etc.). Through this map, it is possible to analyze whether the traction of each wheel is reasonable, and whether some wheels are overloaded or lose traction.

[0045] The standard traction force distribution map is an ideal traction force distribution map developed based on the design, preset parameters and traction force distribution of the target trailer under normal working conditions. It is used to compare with the actual traction force distribution map to evaluate whether the current traction is normal. In the standard traction force distribution map, according to the first evaluation item, that is, the standard range of wheel slip rate, multiple areas are divided on the standard traction force distribution map, and the expected traction force distribution under different slip rates are identified. By comparing the partitions, the corresponding areas can be found in the standard traction force distribution map to help identify whether there is an uneven distribution of traction. The second evaluation item focuses on the frequency and amplitude of brake pressure fluctuations. Areas with large brake pressure fluctuations may indicate that some wheels are subjected to excessive braking force during braking, or that the system has a fault or imbalance during operation. According to the second evaluation item, the standard traction force distribution map is divided into multiple partitions, reflecting the expected traction force distribution under different brake pressure fluctuation frequencies and amplitudes.

[0046] The traction force distribution map is synchronously compared with multiple first comparison partitions and multiple second comparison partitions in the standard traction force distribution map according to the fluctuation frequency and amplitude of the wheel slip rate and brake pressure. That is, the first comparison partition based on slip rate and speed difference is compared with the second comparison partition based on brake pressure fluctuation at the same time. At the same time, when the slip rate is too high and the brake pressure fluctuates greatly, whether the traction force is distributed reasonably. If both evaluation items are in an abnormal state (for example, the slip rate exceeds 10%, and the brake pressure fluctuation amplitude exceeds ±10%), it means that some wheels are at risk of losing control and the traction force distribution needs to be adjusted immediately.

[0047] Through comparative analysis, the actual traction distribution is evaluated to see if it is consistent with the expected distribution in the standard map, and the traction distribution verification result is output. For example, if the first comparison partition shows that the slip rate of wheel A is too large, and the second comparison partition shows that the brake pressure fluctuation is too large, it means that the wheel may have uneven traction, brake failure or slippage. Through real-time speed difference and acceleration sensor data, the traction distribution of each wheel can be evaluated in real time to ensure that the traction distribution is reasonable. The formulation and evaluation of the traction distribution map helps to optimize the work of ABS and enhance the stability of the vehicle under different working conditions, especially during emergency braking and cornering.

[0048] Furthermore, the present application also includes the following steps: Based on the basic operating indicators of the target trailer, the braking force distribution ratio of each wheel of the target trailer is determined, and combined with the slip rate data, the balance of the braking force distribution is evaluated, and a braking force distribution map is proposed; based on the first evaluation item and the second evaluation item, the braking force distribution map is compared with the standard braking force distribution map to obtain the braking force synergy verification result.

[0049] Specifically, according to the basic operating indicators of the target trailer, the braking pressure of each wheel is obtained through the brake pressure sensor, and the braking pressure of each wheel is proportionally calculated to obtain the braking force distribution of each wheel. The braking force distribution ratio refers to the proportional relationship between the braking force borne by each wheel of the trailer and the total braking force. According to the braking force distribution ratio, combined with the slip rate data, evaluate whether the braking force of each wheel is balanced. Based on the braking force distribution ratio of each wheel, the slip rate data and the basic operating indicators of the vehicle, an actual braking force distribution map is generated. The braking force distribution map is a map that shows the braking force distribution of each wheel under different driving conditions, which helps to determine whether the braking force of each wheel is balanced and whether some wheels are out of control due to excessive braking.

[0050] The standard braking force distribution map is an ideal braking force distribution map specified according to vehicle design and working conditions, representing the braking force ratio that each wheel of the vehicle should obtain under different environments and working conditions. Similar to the comparison process of the aforementioned traction force distribution map, it is only briefly explained here and will not be described in detail for the sake of brevity of the specification. According to the first evaluation item and the second evaluation item, the standard braking force distribution map is divided into a plurality of first comparison partitions and a plurality of second comparison partitions, respectively, and the braking force distribution map is synchronously compared with the standard braking force distribution map to obtain a braking force coordination verification result, indicating whether the actual braking force distribution of the vehicle is consistent with the standard map and whether there is a coordination problem.

[0051] The braking force coordination test results reflect the coordination between the wheels of the vehicle during braking, and whether the braking force can be effectively and evenly distributed. Through the dual evaluation of slip rate and brake pressure, the balance of braking force can be accurately judged to avoid excessive braking or wheel slippage. By comparing with the standard braking force distribution map, the uneven braking problem that may occur in emergency braking and other situations can be discovered in time, thereby preventing potential dangers.

[0052] Furthermore, the present application also includes the following steps: Based on basic operating indicators of the target trailer, abnormal road conditions and acceleration sensor data are determined to evaluate changes in yaw rate and lateral acceleration of the target trailer; a dynamic stability map is prepared based on the changes in yaw rate and lateral acceleration; based on the first and second evaluation items, the dynamic stability map is compared with a standard dynamic stability map to obtain a dynamic stability verification result; at the same time, a dynamic stability control strategy is triggered, and the dynamic stability control strategy is used to adjust traction and braking force distribution.

[0053] Specifically, based on the basic operating indicators of the target trailer, the road conditions are monitored through on-board sensors and cameras to determine whether the road surface is abnormal (such as slippery, icy, etc.). For example, if the road friction sensor finds that the road adhesion coefficient is lower than 0.3, the road surface is judged to be abnormal, which may lead to reduced traction and affect the stability of the vehicle.

[0054] The accelerometer collects accelerometer data to evaluate the yaw rate change and lateral acceleration change of the target trailer. The accelerometer is used to measure the acceleration change of the vehicle, including longitudinal acceleration (i.e. acceleration or deceleration) and lateral acceleration (i.e. lateral force of the vehicle when turning). Yaw rate is an important parameter to describe the lateral movement of the vehicle, which directly affects the handling stability and safety of the vehicle. ABS adjusts the braking force distribution by monitoring the slip rate of the wheels to avoid wheel locking. When the yaw rate is high, the vehicle is more likely to skid or roll over. At this time, ABS needs to respond quickly to adjust the braking force to prevent wheel locking and maintain vehicle stability. Lateral acceleration reflects the acceleration change of the vehicle in the lateral direction and is an important indicator to determine whether the vehicle has entered a side-slip state. ABS determines whether there is oversteering or understeering by detecting the change in lateral acceleration and intervenes accordingly.

[0055] According to the changes in yaw rate and lateral acceleration, a dynamic stability map is generated to intuitively display the stability of the vehicle during driving. The dynamic stability map is a chart that depicts the stability of the vehicle, showing the relationship between the yaw rate, lateral acceleration and vehicle stability at different times. The dynamic stability map can show the dynamic response of the vehicle under different working conditions, helping to determine whether the vehicle is out of control or approaching a danger zone.

[0056] The standard dynamic stability map is an ideal dynamic stability map developed according to the design parameters, driving conditions and driving requirements of the vehicle, and is used as a benchmark for judging the stability of the vehicle. Similarly, similar to the comparison process of the aforementioned traction distribution map, it is only briefly explained here, and no further details are given for the sake of brevity of the specification. According to the first evaluation item and the second evaluation item, the standard dynamic stability map is divided into a plurality of first comparison partitions and a plurality of second comparison partitions, respectively, and the dynamic stability map is synchronously compared with the standard dynamic stability map to obtain a dynamic stability verification result, indicating whether the stability of the vehicle is within the normal range. Through comparison, the verification result is obtained. If the system detects that the dynamic stability is reduced, problems such as side slip and understeer may occur, and the system will display a dynamic unstable state to prompt the driver to take corresponding measures. Through dynamic stability monitoring and real-time adjustment of traction and braking force distribution, the stability of the vehicle under various complex road conditions is ensured. Through real-time monitoring and dynamic verification, it is timely identified whether the vehicle is in an out-of-control or dangerous state, so as to take measures in advance to avoid accidents.

[0057] Furthermore, the present application also includes the following steps: If the working state of the trailer ABS is abnormal, switch to the auxiliary braking mode; according to the slip rate data associated with the first evaluation item and the brake pressure data associated with the second evaluation item, synchronously calculate the braking force requirements of each wheel of the target trailer, and redistribute the braking force to obtain the braking force distribution parameters under the auxiliary braking mode; use the on-board communication network of the target trailer to send a collaborative braking request with the braking force distribution parameters to the tractor ECU, and set the braking response coordination strategy of the tractor and trailer.

[0058] Specifically, a trailer is a vehicle towed by a car but without its own power drive device. It is a combination of a car (truck or tractor, forklift) and one or more trailers. A trailer can only form a complete means of transportation together with a tractor or other cars. Therefore, the driving method of a trailer is different from that of an ordinary vehicle. It usually adopts passive drive or traction drive, and is powered by the tractor, while ordinary vehicles are usually front-wheel drive, rear-wheel drive and all-wheel drive. The ABS system of the trailer needs to be specially designed to ensure that it can effectively prevent wheel slippage under traction drive and passive drive conditions and ensure the stability of the vehicle. Most trailers do not have driving force themselves, and their driving force is completely provided by the tractor. The wheels of the trailer mainly play a role in bearing and guiding, and do not participate in the generation of power. Some special types of trailers (such as some heavy trailers, trailers, etc.) may be designed with auxiliary power systems and their own power transmission systems to assist the tractor in power output, which can provide additional driving force in specific situations, especially when additional traction or more complex operations are required.

[0059] If the trailer ABS is in an abnormal state, that is, the trailer ABS cannot work properly, such as detecting that the wheel slip cannot be controlled or the ABS electronic control unit fails, it will switch to auxiliary braking mode. At this time, the trailer's braking control will no longer rely on ABS, but will switch to the tractor to control the trailer's braking system. The auxiliary braking mode usually relies on the tractor to perform additional control on the trailer's braking to ensure safety.

[0060] Based on the slip rate data related to the first evaluation item, the slip situation of each wheel is evaluated, and the brake pressure data related to the second evaluation item is used to understand the current pressure status of the brake system. Based on the wheel slip rate and brake pressure data, the braking force required for each wheel is calculated without triggering an ABS fault. The braking force requirement refers to the amount of braking force required for each wheel under the current driving state to ensure safe parking and maintain vehicle stability.

[0061] According to the braking force requirements, the braking force of each wheel of the trailer is redistributed to ensure effective braking in the event of ABS abnormalities. Based on the redistributed braking force, the braking force distribution parameters in the auxiliary braking mode are generated. That is, the braking force distribution ratio required by each wheel. Under different driving and braking conditions, the braking force needs to be reasonably distributed according to factors such as wheel load and road adhesion.

[0062] When the new braking force distribution parameters are calculated, the trailer will send a coordinated braking request to the tractor's electronic control unit (ECU) through the vehicle communication network. The coordinated braking request contains the reallocated braking force parameters and requires the tractor to adjust the braking force according to these parameters to ensure that the braking operations of the tractor and trailer can work together. The tractor's electronic control unit (ECU) is responsible for receiving the coordinated braking request from the trailer and adjusting the tractor's braking control according to the current situation. The coordinated braking request is a control instruction sent by the trailer to the tractor, requiring the tractor to adjust the braking force distribution according to the trailer's braking needs and current working status.

[0063] In addition, it is necessary to set a coordinated braking response strategy between the tractor and trailer to ensure that the braking systems of the tractor and trailer can work in coordination to prevent control imbalance or danger caused by inconsistent braking response. For example, if the tractor needs to increase braking force quickly, the trailer should also respond quickly; if the tractor needs to slow down and reduce braking force, the trailer needs to reduce braking force synchronously. Ensure that the braking actions of the two vehicles can be carried out synchronously to avoid vehicle loss of control due to asynchronous braking. By switching to auxiliary braking mode, the braking systems of the tractor and trailer can work in coordination to ensure that there is still sufficient braking capacity in the event of a failure of the trailer ABS. Even if the trailer's ABS fails, the auxiliary braking mode can ensure that the vehicle stops safely and reduce the risk of accidents.

[0064] In summary, the real-time status monitoring and early warning method for trailer ABS provided in this application has the following technical effects: Based on the basic operating indicators of the target trailer, a monitoring unit is connected, and the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; the monitoring unit is used to collect multi-source monitoring data, and the data is synchronously transmitted to the data processing center using the on-board communication network of the target trailer, and combined with the ABS working parameters, it is judged whether the working state of the trailer ABS is normal; if the working state of the trailer ABS is normal, the slip rate of each wheel of the target trailer is calculated, and a first evaluation item is set. At the same time, the fluctuation frequency and amplitude of the brake pressure are analyzed, and a second evaluation item is set; through the basic operating indicators of the target trailer, combined with the first evaluation item and the second evaluation item, traction distribution verification, braking force coordination verification, and dynamic stability verification are carried out in sequence; based on the traction distribution verification results, the braking force coordination verification results, and the dynamic stability verification results, a comprehensive risk assessment is carried out. If the risk threshold range is exceeded, an abnormal reminder is sent, and a trailer ABS fault diagnosis report is generated. In other words, by connecting the monitoring unit to collect multi-source data, combining the ABS working parameters to determine the trailer ABS status, and then calculating the slip rate and brake pressure evaluation items, the traction, braking force coordination and dynamic stability verification are carried out, and a comprehensive risk assessment is carried out based on the verification results. If the threshold is exceeded, an early warning is issued and a fault diagnosis report is generated. The ABS working status is comprehensively analyzed, the brakes are jointly controlled, and the wheel braking force is adjusted. This effectively reduces problems such as missed faults and false alarms, improves the accuracy of monitoring and early warning, and thus improves the safety of trailer driving.

[0065] Embodiment 2, based on the same inventive concept as the real-time status monitoring and early warning method for trailer ABS in the aforementioned embodiment 1, the present application also provides a real-time status monitoring and early warning device for trailer ABS, please refer to the attached Figure 2 , the real-time status monitoring and early warning device for trailer ABS comprises: The monitoring unit setting module 11 is used to connect the monitoring unit based on the basic operating indicators of the target trailer. The monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; the data processing module 12 is used to use the monitoring unit to collect multi-source monitoring data, and use the vehicle-mounted communication network of the target trailer to synchronously transmit it to the data processing center, and combine the ABS working parameters to determine whether the working state of the trailer ABS is normal; the evaluation item setting module 13 is used to calculate the slip rate of each wheel of the target trailer if the working state of the trailer ABS is normal, set the first evaluation item, and at the same time, analyze the fluctuation frequency and amplitude of the brake pressure to set the second evaluation item; the verification analysis module 14 is used to perform traction distribution verification, braking force coordination verification, and dynamic stability verification in sequence through the basic operating indicators of the target trailer in combination with the first evaluation item and the second evaluation item; the risk assessment module 15 is used to perform a comprehensive risk assessment based on the traction distribution verification results, the braking force coordination verification results, and the dynamic stability verification results. If the risk threshold range is exceeded, an abnormal reminder is sent and a trailer ABS fault diagnosis report is generated.

[0066] Furthermore, the monitoring unit setting module 11 in the real-time status monitoring and early warning device for trailer ABS is also used for: The basic operating indicators include the current speed, load status, road adhesion coefficient and ambient temperature of the target trailer; based on the basic operating indicators, the risk threshold interval is adaptively adjusted.

[0067] Furthermore, the verification and analysis module 14 in the real-time status monitoring and early warning device for trailer ABS is also used for: Based on the basic operating indicators of the target trailer, the real-time rotational speed difference of each wheel of the target trailer is determined, and in combination with the acceleration sensor data, the longitudinal acceleration change and the lateral acceleration change of the target trailer are evaluated; according to the longitudinal acceleration change and the lateral acceleration change, a traction force distribution map is formulated; based on the first evaluation item and the second evaluation item, the traction force distribution map is compared with the standard traction force distribution map to obtain the traction force distribution verification result.

[0068] Furthermore, the verification and analysis module 14 in the real-time status monitoring and early warning device for trailer ABS is also used for: In the standard traction force distribution map, multiple first comparison partitions are identified based on the first evaluation item; in the standard traction force distribution map, multiple second comparison partitions are identified based on the second evaluation item; and synchronous comparison processing is performed through the multiple first comparison partitions and the multiple second comparison partitions.

[0069] Furthermore, the verification and analysis module 14 in the real-time status monitoring and early warning device for trailer ABS is also used for: Based on the basic operating indicators of the target trailer, the braking force distribution ratio of each wheel of the target trailer is determined, and combined with the slip rate data, the balance of the braking force distribution is evaluated, and a braking force distribution map is proposed; based on the first evaluation item and the second evaluation item, the braking force distribution map is compared with the standard braking force distribution map to obtain the braking force synergy verification result.

[0070] Furthermore, the verification and analysis module 14 in the real-time status monitoring and early warning device for trailer ABS is also used for: Based on basic operating indicators of the target trailer, abnormal road conditions and acceleration sensor data are determined to evaluate changes in yaw rate and lateral acceleration of the target trailer; a dynamic stability map is prepared based on the changes in yaw rate and lateral acceleration; based on the first and second evaluation items, the dynamic stability map is compared with a standard dynamic stability map to obtain a dynamic stability verification result; at the same time, a dynamic stability control strategy is triggered, and the dynamic stability control strategy is used to adjust traction and braking force distribution.

[0071] Furthermore, the real-time status monitoring and early warning device for trailer ABS further includes an abnormality analysis module, and the abnormality analysis module is further used for: If the working state of the trailer ABS is abnormal, switch to the auxiliary braking mode; according to the slip rate data associated with the first evaluation item and the brake pressure data associated with the second evaluation item, synchronously calculate the braking force requirements of each wheel of the target trailer, and redistribute the braking force to obtain the braking force distribution parameters under the auxiliary braking mode; use the on-board communication network of the target trailer to send a collaborative braking request with the braking force distribution parameters to the tractor ECU, and set the braking response coordination strategy of the tractor and trailer.

[0072] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. Figure 1 The real-time status monitoring and early warning method and specific examples for trailer ABS in the first embodiment are also applicable to the real-time status monitoring and early warning device for trailer ABS in this embodiment. Through the detailed description of the real-time status monitoring and early warning method for trailer ABS, those skilled in the art can clearly know the real-time status monitoring and early warning device for trailer ABS in this embodiment, so for the sake of brevity of the specification, it will not be described in detail here. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0073] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

[0074] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application belong to the scope of the present application and its equivalent technology, the present application is also intended to include these modifications and variations.

Claims

1. A real-time status monitoring and early warning method for trailer ABS, characterized in that: include: Based on the basic operating indicators of the target trailer, a monitoring unit is connected, wherein the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; The monitoring unit is used to collect multi-source monitoring data, and the data is synchronously transmitted to the data processing center using the vehicle communication network of the target trailer, and combined with the ABS working parameters, the working state of the trailer ABS is judged to be normal; If the working state of the trailer ABS is normal, the slip rate of each wheel of the target trailer is calculated to set the first evaluation item, and at the same time, the fluctuation frequency and amplitude of the brake pressure are analyzed to set the second evaluation item; Through the basic operating indicators of the target trailer, combined with the first evaluation item and the second evaluation item, traction force distribution verification, braking force coordination verification, and dynamic stability verification are performed in sequence; A comprehensive risk assessment is performed based on the traction distribution verification results, braking force coordination verification results, and dynamic stability verification results. If the risk threshold range is exceeded, an abnormal reminder is sent and a trailer ABS fault diagnosis report is generated.

2. The real-time status monitoring and early warning method for trailer ABS according to claim 1, characterized in that: The basic operating indicators include the current speed, load status, road adhesion coefficient and ambient temperature of the target trailer; Based on the basic operating indicator, the risk threshold interval is adaptively adjusted.

3. The real-time status monitoring and early warning method for trailer ABS according to claim 2, characterized in that: Perform traction force distribution verification, including: Based on the basic operating indicators of the target trailer, determine the real-time speed difference of each wheel of the target trailer, and evaluate the longitudinal acceleration change and lateral acceleration change of the target trailer in combination with the acceleration sensor data; According to the longitudinal acceleration change and the lateral acceleration change, a traction force distribution map is prepared; The traction force distribution map is compared with a standard traction force distribution map according to the first evaluation item and the second evaluation item to obtain a traction force distribution verification result.

4. The real-time status monitoring and early warning method for trailer ABS according to claim 3, characterized in that: According to the first evaluation item and the second evaluation item, the traction force distribution map is compared with a standard traction force distribution map, including: In the standard traction force distribution map, a plurality of first comparison partitions are identified according to the first evaluation item; In the standard traction force distribution map, identifying a plurality of second comparison partitions according to the second evaluation item; Synchronous comparison processing is performed through the multiple first comparison partitions and the multiple second comparison partitions.

5. The real-time status monitoring and early warning method for trailer ABS according to claim 4, characterized in that: Conduct brake force coordination verification, including: Based on the basic operating indicators of the target trailer, determine the braking force distribution ratio of each wheel of the target trailer, and evaluate the balance of the braking force distribution in combination with the slip rate data to formulate a braking force distribution map; The braking force distribution map is compared with a standard braking force distribution map based on the first evaluation item and the second evaluation item to obtain a braking force synergy verification result.

6. The real-time status monitoring and early warning method for trailer ABS according to claim 5, characterized in that: Perform dynamic stability checks, including: Based on the basic operating indicators of the target trailer, determine the abnormal road conditions, acceleration sensor data, and evaluate the changes in the yaw rate and lateral acceleration of the target trailer; According to the yaw rate change and the lateral acceleration change, a dynamic stability map is prepared; According to the first evaluation item and the second evaluation item, the dynamic stability spectrum is compared with a standard dynamic stability spectrum to obtain a dynamic stability verification result; At the same time, a dynamic stability control strategy is triggered, which is used to adjust traction and braking force distribution.

7. The real-time status monitoring and early warning method for trailer ABS according to claim 6, characterized in that: Also includes: If the working state of the trailer ABS is abnormal, switch to auxiliary braking mode; According to the slip rate data associated with the first evaluation item and the brake pressure data associated with the second evaluation item, the braking force requirements of each wheel of the target trailer are synchronously calculated, and the braking force is redistributed to obtain the braking force distribution parameters in the auxiliary braking mode; Using the on-vehicle communication network of the target trailer, a coordinated braking request with the braking force distribution parameters is sent to the tractor ECU, and a coordinated braking response strategy of the tractor and trailer is set.

8. A real-time status monitoring and early warning device for trailer ABS, characterized in that: The steps for implementing the real-time status monitoring and early warning method for trailer ABS according to any one of claims 1 to 7, wherein the real-time status monitoring and early warning device for trailer ABS comprises: A monitoring unit setting module is used to connect a monitoring unit based on the basic operating indicators of the target trailer, wherein the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; A data processing module is used to collect multi-source monitoring data using the monitoring unit, synchronously transmit the data to the data processing center using the vehicle communication network of the target trailer, and determine whether the working state of the trailer ABS is normal in combination with the ABS working parameters; An evaluation item setting module, used for calculating the slip rate of each wheel of the target trailer and setting the first evaluation item if the working state of the trailer ABS is normal, and at the same time, analyzing the fluctuation frequency and amplitude of the brake pressure and setting the second evaluation item; A verification and analysis module, used to perform traction force distribution verification, braking force coordination verification, and dynamic stability verification in sequence based on the basic operating indicators of the target trailer and in combination with the first evaluation item and the second evaluation item; The risk assessment module is used to conduct a comprehensive risk assessment based on the traction distribution verification results, braking force coordination verification results, and dynamic stability verification results. If the risk threshold range is exceeded, an abnormal reminder will be sent and a trailer ABS fault diagnosis report will be generated.

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