Real-time Status Monitoring and Warning Method and Device for Trailer ABS

Abstract

The present application provides a real-time status monitoring and warning method and device for trailer ABS, which relates to the technical field of vehicle braking control, and includes: connecting a monitoring unit; collecting multi-source monitoring data, combining with the working parameters of the ABS, and judging whether the working state of the trailer ABS is normal; if it is normal, setting a first evaluation item and a second evaluation item; through the basic operation indicators of the target trailer, combining with the first evaluation item and the second evaluation item, successively performing traction force distribution verification, braking force coordination verification, and dynamic stability verification; based on the verification results, performing a comprehensive risk assessment, if it exceeds the risk threshold range, sending an abnormal reminder and generating a trailer ABS fault diagnosis report. Through the present application, the technical problem in the prior art that the trailer ABS fault diagnosis is not comprehensive due to the lack of comprehensive analysis of various working states can be solved, and the comprehensiveness of the ABS fault diagnosis is improved by performing multiple verifications on the trailer.

Description

Technical Field

[0001] This application relates to the technical field of vehicle braking control, and particularly to a real-time status monitoring and warning method and device for trailer ABS. Background Art

[0002] Trailer ABS is an anti-lock braking system installed on trailers to prevent the wheels of trailers from locking during braking, thereby improving braking performance 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 judges 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 a 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 time, thus increasing the driving safety risk.

[0003] In summary, there is a technical problem in the prior art that due to the lack of comprehensive analysis of multiple working states of trailers under complex road conditions, the fault diagnosis of trailer ABS is incomplete. Summary of the Invention

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

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

[0006] In a first aspect, the present application provides a real-time status monitoring and warning method for a trailer ABS. The real-time status monitoring and warning method for a trailer ABS is implemented by a real-time status monitoring and warning device for a trailer ABS. Among them, the real-time status monitoring and warning method for a trailer ABS includes: based on the basic operation indicators of a target trailer, connecting a monitoring unit, where 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, and synchronously transmitting it to a data processing center through the in-vehicle communication network of the target trailer, and combining the ABS working parameters to determine whether the working status of the trailer ABS is normal; if the working status of the trailer ABS is normal, calculate the slip ratio of each wheel of the target trailer, set a first evaluation item, and at the same time, analyze the fluctuation frequency and amplitude of the brake pressure, and set a second evaluation item; through the basic operation indicators of the target trailer, combining the first evaluation item and the second evaluation item, sequentially perform traction force distribution verification, braking force coordination verification, and dynamic stability verification; based on the traction force distribution verification result, the braking force coordination verification result, and the dynamic stability verification result, perform a comprehensive risk assessment. If it exceeds the risk threshold range, an abnormal reminder is sent, and a trailer ABS fault diagnosis report is generated.

[0007] In a second aspect, the present application also provides a real-time status monitoring and warning device for a trailer ABS, which is used to execute the real-time status monitoring and warning method for a trailer ABS as described in the first aspect. Among them, the real-time status monitoring and warning device for a trailer ABS includes: a monitoring unit setting module, which is used to connect a monitoring unit based on the basic operation indicators of a 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 synchronously transmit it to a data processing center through the in-vehicle communication network of the target trailer, and combine the ABS working parameters to determine whether the working status of the trailer ABS is normal; an evaluation item setting module, which is used to calculate the slip ratio of each wheel of the target trailer if the working status of the trailer ABS is normal, set a first evaluation item, and at the same time, analyze the fluctuation frequency and amplitude of the brake pressure, and set a second evaluation item; a verification and analysis module, which is used to sequentially perform traction force distribution verification, braking force coordination verification, and dynamic stability verification through the basic operation indicators of the target trailer, combining the first evaluation item and the second evaluation item; a risk assessment module, which is used to perform a comprehensive risk assessment based on the traction force distribution verification result, the braking force coordination verification result, and the dynamic stability verification result. If it exceeds the risk threshold range, an abnormal reminder is sent, and a trailer ABS fault diagnosis report is generated.

[0008] One or more technical solutions provided in the present application have at least the following technical effects or advantages:

[0009] Based on the basic operating indicators of the target trailer, connect the monitoring unit, which is equipped with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; use the monitoring unit to collect multi-source monitoring data, and synchronously transmit it to the data processing center through the in-vehicle communication network of the target trailer. Combine the ABS operating parameters to determine whether the working state of the trailer ABS is normal; if the working state of the trailer ABS is normal, calculate the slip ratio 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 brake pressure, and set the second evaluation item; through the basic operating indicators of the target trailer, combine the first evaluation item and the second evaluation item, and successively perform traction distribution verification, braking force coordination verification, and dynamic stability verification; based on the traction distribution verification result, braking force coordination verification result, and dynamic stability verification result, conduct a comprehensive risk assessment. If it exceeds the risk threshold range, send an abnormal reminder and generate a trailer ABS fault diagnosis report. That is to say, by connecting the monitoring unit to collect multi-source data, combining the ABS operating parameters to judge the state of the trailer ABS, and then calculating the slip ratio and brake pressure evaluation items, performing traction, braking force coordination, and dynamic stability verification, and conducting a comprehensive risk assessment based on the verification results. If it exceeds the threshold, give an early warning and generate a fault diagnosis report, comprehensively analyze the working state of the ABS, conduct joint control of braking, adjust the wheel braking force, effectively reduce problems such as missed fault detection and false alarms, improve the accuracy of monitoring and early warning, and thus enhance the driving safety of the trailer.

[0010] The above description is only an overview of the technical solution of the present application. In order to be able to understand the technical means of the present application more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features, and advantages of the present application more obvious and understandable, the following specifically illustrates the specific implementation manners of the present application. It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become easily understandable through the following description. Brief Description of the Drawings

[0011] In order to more clearly illustrate the technical solutions in the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings described below are only exemplary, and for those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0012] Figure 1 It is a schematic flowchart of the real-time status monitoring and early warning method for the trailer ABS of the present application.

[0013] Figure 2This is a schematic structural diagram of the real-time status monitoring and warning device for the trailer ABS of the present application.

[0014] Explanation of reference numerals in the drawings: Monitoring unit setting module 11, data processing module 12, evaluation item setting module 13, verification and analysis module 14, risk assessment module 15. Specific implementation mode

[0015] The present application provides a real-time status monitoring and warning method and device for a trailer ABS, which solves the technical problem in the prior art that due to the lack of comprehensive analysis of various working states of the trailer under complex road conditions, the fault diagnosis of the trailer ABS is incomplete. By connecting the monitoring unit to collect multi-source data, combining the working parameters of the ABS to judge the status of the trailer ABS, and then calculating the evaluation items of the slip rate and braking pressure, and conducting the verification of the traction force and braking force coordination and dynamic stability. Based on the verification results, a comprehensive risk assessment is carried out. If the threshold is exceeded, a warning is issued and a fault diagnosis report is generated, comprehensively analyzing the working state of the ABS, effectively reducing problems such as missed fault detection and false alarms, improving the accuracy of monitoring and warning, and thus enhancing the driving safety of the trailer.

[0016] Next, 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 a part of the embodiments of the present application, rather than all the embodiments of the present application. It should be understood that the present application is not limited by the example embodiments described herein. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application. Additionally, it should be noted that for the sake of description, only the parts related to the present application are shown in the drawings rather than all of them.

[0017] Embodiment 1, please refer to the attached Figure 1 , the present application provides a real-time status monitoring and warning method for a trailer ABS. Among them, the real-time status monitoring and warning method for the trailer ABS is implemented through a real-time status monitoring and warning device for the trailer ABS. The real-time status monitoring and warning method for the trailer ABS specifically includes the following steps:

[0018] S100: Based on the basic operation indicators of the target trailer, connect the monitoring unit, and the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a braking pressure sensor.

[0019] Specifically, the basic operating indicators of the target trailer refer to the key performance parameters and data involved during the actual operation of the trailer, including the current vehicle speed, load status, road adhesion coefficient, and environmental temperature of the target trailer, etc., which are used to evaluate the performance and status of the trailer. According to the basic operating indicators of the target trailer, connect the monitoring unit to ensure that the operating indicator data required by the trailer can be monitored. The monitoring unit refers to an integrated equipment system that contains multiple sensors and measuring instruments and 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 take real-time pictures of the external environment of the trailer to help monitor the surrounding traffic conditions, road conditions, etc., and assist in judging possible dangerous situations; the wheel speed sensor is used to monitor the rotation speed of each wheel of the trailer, which is important for analyzing wheel slip, ABS working status, wheel lock-up, etc.; the acceleration sensor is used to measure the acceleration or deceleration of the trailer. During the braking or accelerating process, it can capture the instantaneous acceleration change, which is a key device necessary for judging stability and whether ABS needs to intervene; the brake pressure sensor is used to detect the working pressure of the braking system and reflect the working status of the trailer braking system. When the pressure exceeds or is lower than the normal value, it means there is a fault or problem with the braking system.

[0020] Additional load sensors are also required to be equipped on the frame, suspension system or wheels to monitor the load status of the trailer in real time and detect the total load of the trailer. The road adhesion coefficient represents the friction strength between the tire and the road surface and 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. Environmental temperature affects the performance of ABS, especially under extreme weather conditions. Use temperature sensors (such as thermocouples or RTDs) to monitor the environmental temperature in real time. By integrating multiple sensors, comprehensively monitor the operating status of the trailer, collect key information such as vehicle speed, wheel speed, acceleration, brake pressure, and environmental temperature in real time, and ensure the accuracy and integrity of the data.

[0021] S200: Use the monitoring unit to collect multi-source monitoring data, synchronously transmit it to the data processing center through the in-vehicle communication network of the target trailer, and combine with the ABS operating parameters to judge whether the working status of the trailer ABS is normal.

[0022] Specifically, by monitoring the operation data of the trailer by the monitoring unit, multi-source monitoring data is collected in real time. The multi-source monitoring data refers to data from different types of sensors, which respectively monitor different trailer operating states and external environments. For example, cameras provide external environment image data to assist in analyzing road conditions, traffic conditions, etc., and help determine whether the working environment of the ABS is normal; wheel speed sensors provide wheel speed data to determine whether there is wheel slip or lock-up; acceleration sensors provide acceleration data to capture the acceleration changes during braking and reflect whether the ABS intervenes; brake pressure sensors provide brake system pressure data to determine whether there is abnormal pressure.

[0023] The collected multi-source monitoring data is transmitted to the data processing unit through the in-vehicle communication network of the target trailer for processing. The in-vehicle communication network is a network used for communication between various electronic components inside the vehicle, usually including protocols such as CAN bus and LIN bus. The CAN bus is widely used for communication between various electronic systems in the vehicle, including engine control, braking system, ABS, etc. The LIN bus is usually used for low-speed communication between in-vehicle electronic devices and can be used for the transmission of sensor data. The data processing center is a computing and storage unit that receives, processes, and analyzes the multi-source monitoring data from the monitoring unit, combines the data with the working parameters of the ABS system, and evaluates whether the trailer ABS is working properly.

[0024] In 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. The ABS working parameters refer to various technical parameters required for the normal operation of the ABS system, such as braking pressure, wheel speed, slip ratio, system response time, etc. According to the design parameters and standard operating range of the ABS system, thresholds for parameters such as slip ratio, braking pressure, and response time are set. The multi-source monitoring data is compared with the corresponding thresholds, the slip ratio of each wheel is calculated and compared with the set threshold; the change trend of the braking pressure is analyzed to detect whether there are abnormal fluctuations; the acceleration and deceleration performance of the vehicle is evaluated to judge whether it meets the normal expectations; the pressure fluctuations of the braking system are monitored to judge whether the braking is stable. According to the judgment results, it is determined whether the working state of the trailer ABS is normal. For example, if the actual slip ratio exceeds the preset range of the expected slip ratio (such as ±5%), it may be judged that the working state of the ABS is abnormal. By monitoring the performance of the ABS system in real time, system failures or abnormalities can be detected in a timely manner, improving driving safety.

[0025] S300: If the working state of the trailer ABS is normal, calculate the slip ratio 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.

[0026] Specifically, when the working state of the trailer ABS is normal, first calculate the slip ratio of each wheel. The calculation of the slip ratio is based on the vehicle speed and the rotational speed data of each wheel collected in real time. The slip ratio refers to the deviation between the rotational speed of the wheel and the actual driving speed, reflecting whether the wheel slips. When the slip ratio is too large, it indicates that the wheel may be locked, and the ABS will intervene to prevent accidents. The slip ratio is usually obtained by calculating the ratio of the difference between the actual driving speed of the vehicle and the speed corresponding to the rotational speed of the wheel to the actual driving speed of the vehicle. According to the rotational speed of each wheel, the speed corresponding to the rotational speed of each wheel is obtained, usually calculated by the rotational speed of the wheel and the wheel radius. Specifically, the speed corresponding to the rotational speed of the wheel = rotational speed of the wheel (rpm) × wheel circumference, where the wheel circumference is calculated by multiplying the radius of the wheel by 2π. According to the slip ratio of each wheel, a normal range of the slip ratio is set (such as 0% - 20%). If it exceeds this range, it is considered that the wheel may have a slipping phenomenon. Under normal circumstances, the slip ratio of each wheel of the trailer should be within a certain range. According to the size of the slip ratio, it can be judged whether the wheel is in a normal braking state.

[0027] According to the braking pressure sensor, the pressure data of the braking system is collected in real time, and the fluctuation frequency of the braking pressure is calculated, that is, the number of fluctuations per unit time. The fluctuation frequency of the braking pressure indicates the frequency of pressure change during the operation of the braking system. Too frequent fluctuations may mean that there is an unstable situation in the braking system, or the ABS system intervenes too frequently, affecting driving stability. Calculate the change amplitude of the braking pressure, that is, the pressure difference from the lowest point to the highest point. A larger fluctuation amplitude may mean that there is an abnormality in the braking system.

[0028] According to the fluctuation frequency and amplitude of the braking pressure, set the second evaluation item, that is, the normal frequency range and amplitude threshold of the braking pressure fluctuation. If it exceeds these ranges, it is considered that there is a problem with the braking system. By real-time monitoring of the slip ratio and braking pressure, two evaluation items are set to evaluate the dynamic performance of the braking system, and potential abnormalities are detected in a timely manner, which helps to identify potential subtle problems and provide early warnings.

[0029] S400: Through the basic operation indicators of the target trailer, combined with the first evaluation item and the second evaluation item, perform traction force distribution verification, braking force coordination verification, and dynamic stability verification in sequence.

[0030] Specifically, according to the basic operating indicators of the semi-trailer, data related to traction force, braking force, and stability are collected, such as real-time rotational speed difference and acceleration sensor data related to traction force, braking force of each wheel and slip ratio related to braking force, and road surface conditions and acceleration data related to stability. Then, based on the collected data, traction force distribution maps, braking force distribution maps, and dynamic stability maps are drawn, and compared with the preset corresponding standard maps according to the first evaluation item and the second evaluation item to obtain traction force distribution verification results, braking force coordination verification results, and dynamic stability verification results.

[0031] Traction force distribution refers to the distribution ratio of the traction force borne by each wheel of a vehicle. Traction force distribution verification is to calculate and compare the traction force of each wheel of the vehicle to ensure that the traction force is reasonably distributed among the wheels, avoiding overload on some wheels, which may lead to uneven power transmission or vehicle stability problems. The longitudinal acceleration change and lateral acceleration change of the target semi-trailer are evaluated to draw a traction force distribution map. Longitudinal acceleration is the acceleration along the forward direction of the vehicle, which is mainly determined by the driving force and braking force of the vehicle. Insufficient traction force will cause a decrease in longitudinal acceleration. Lateral acceleration is the acceleration of the vehicle perpendicular to the forward direction, usually caused by lateral forces (such as centrifugal force during turning). Lateral acceleration is mainly provided by lateral forces, which are closely related to traction force. Insufficient traction force may lead to a decrease in tire grip, thus affecting lateral acceleration and vehicle stability, and obtaining traction force distribution verification results.

[0032] Braking force coordination refers to the coordination of the braking forces among the wheels of a vehicle. Ideally, all wheels should be evenly stressed to achieve the best braking effect. Braking force coordination verification analyzes the braking force output of each wheel to ensure that the braking actions of all wheels are coordinated, avoiding vehicle out-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 combined with the slip ratio data, the balance of the braking force distribution is evaluated, and a braking force distribution map is drawn. By comparing the calculated value with the standard braking force distribution curve, the braking force coordination verification is carried out. 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 wheels lock up in advance, or there is an uneven phenomenon during the braking process of the vehicle, resulting in braking failure or vehicle instability, and obtaining the braking force coordination verification results.

[0033] Dynamic stability check refers to evaluating the stability of a vehicle during driving based on the vehicle's real-time dynamic data (such as yaw rate, lateral acceleration, etc.). Lateral acceleration is the acceleration of the vehicle in the lateral direction, usually caused by turning or skidding, and reflects the vehicle's dynamic response ability during lateral movement. Yaw rate is the speed at which the vehicle rotates around the vertical axis and reflects the rotational dynamics of the vehicle during turning. Lateral acceleration and yaw rate are closely related during turning. Lateral acceleration provides the necessary centripetal force, while yaw rate reflects the vehicle's rotational dynamics. 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, out of control, etc.), corresponding control adjustments will be made or a warning will be issued. The dynamic stability of the vehicle is evaluated using the vehicle's acceleration sensor and yaw rate data. By comparing the real-time data with the standard dynamic stability map, it is determined whether the vehicle has entered the unstable region, and the dynamic stability check result is obtained.

[0034] By performing three checks in sequence, the operating status and safety of the trailer can be comprehensively 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 force of each wheel of the trailer is reasonably distributed during driving, avoiding vehicle out of control or uneven acceleration caused by uneven power; the braking force coordination check ensures the coordination of the braking force of each wheel, avoiding the situation of some wheels locking or insufficient braking when the vehicle brakes; the dynamic stability check monitors the dynamic stability of the vehicle in real time, timely discovers and handles potential problems such as skidding and out of control, greatly improving driving safety.

[0035] S500: Based on the traction distribution check result, braking force coordination check result, and dynamic stability check result, conduct a comprehensive risk assessment. If it exceeds the risk threshold range, send an abnormal reminder and generate a trailer ABS fault diagnosis report.

[0036] Specifically, based on the traction distribution check result, braking force coordination check result, and dynamic stability check result, conduct a comprehensive analysis and evaluation to determine the current driving risk of the vehicle. Convert the traction distribution check result, braking force coordination check result, and dynamic stability check result into a number between 0 and 1 as the traction score, braking force coordination score, and dynamic stability score. According to the influence degree of traction distribution, braking force coordination, and stability on the working state of the trailer ABS, assign corresponding weights to the traction distribution check result, braking force coordination check result, and dynamic stability check result, and perform weighted calculation on the traction score, braking force coordination score, and dynamic stability score 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 gives a comprehensive risk assessment value of 0.8.

[0037] Set the risk threshold range in advance through experimental, standard, and actual road condition data, that is, the maximum score of the comprehensive risk assessment under normal driving conditions. When the monitored parameters exceed this range, an alarm will be triggered. If the result of the comprehensive risk assessment exceeds the risk threshold range, it is determined that there is a potential safety hazard, and an abnormal reminder will be immediately triggered, including audible and visual alarms, dashboard warnings, or sending notifications 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 calibration results, specific abnormal conditions, causes of faults, recommended measures, reporting time, etc. By comprehensively evaluating factors such as traction, braking force, and stability, the system can timely detect potential safety hazards, issue early warnings, timely remind the driver and provide suggestions, reduce human errors, and improve driving safety.

[0038] Furthermore, the S100 of the present application includes:

[0039] The basic operating indicators include the current vehicle speed, load status, road surface adhesion coefficient, and ambient temperature of the target trailer; based on the basic operating indicators, the risk threshold range is adaptively adjusted.

[0040] Specifically, the basic operating indicators of the target trailer are collected in real time by monitoring the unit, including but not limited to the current vehicle speed, load status, road surface adhesion coefficient, and ambient temperature. The current vehicle speed is the real-time speed at which the trailer is traveling, usually provided by a wheel speed sensor. The load status refers to the load capacity of the trailer, which usually affects braking performance, traction, etc. The road surface adhesion coefficient changes dynamically according to different road conditions (such as dry, wet, etc.), and 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 tires, braking systems, and other components. Too high or too low temperature will have an impact on the stability and braking performance of the trailer.

[0041] The risk threshold range is the standard range used to judge 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 range is usually set according to the performance of the target trailer, road conditions, and environmental factors, and is adjusted according to the basic operating indicators. That is to say, the risk threshold range is not fixed, but can be adjusted according to the actual driving state (such as vehicle speed, load, road surface adhesion, and ambient temperature), so as to more accurately evaluate the safety state of the trailer. For example, when the load status is relatively large (such as 10 tons), increase the monitoring of the braking pressure. If the braking pressure drops to a certain threshold, issue a warning to remind the driver to pay attention. On a road surface with a low adhesion coefficient, actively adjust the vehicle speed threshold and braking strategy to reduce the risk of skidding.

[0042] After comprehensively assessing the risks of the basic operating indicators of the target trailer, if the risk exceeds the risk threshold range, it is considered that the trailer is in danger and a warning is immediately issued. By adaptively adjusting the risk threshold and dynamically optimizing the threshold according to the real-time environment and trailer state, the driving safety of the trailer can be effectively improved. The adaptive adjustment can be optimized in real time according to the actual driving state to ensure that the trailer can maintain the best stability and safety under various different conditions.

[0043] Further, the present application S400 includes:

[0044] Based on the basic operating indicators of the target trailer, determine the real-time rotational speed differences of the respective wheels of the target trailer, and in combination with the acceleration sensor data, evaluate the longitudinal acceleration change and lateral acceleration change of the target trailer; according to the longitudinal acceleration change and lateral acceleration change, draw up a traction force distribution map; based on the first evaluation item and the second evaluation item, compare the traction force distribution map with the standard traction force distribution map to obtain a traction force distribution verification result.

[0045] Further, the present application also includes the following steps:

[0046] In the standard traction force distribution map, identify a plurality of first comparison partitions according to the first evaluation item; in the standard traction force distribution map, identify a plurality of second comparison partitions according to the second evaluation item; perform synchronous comparison processing through the plurality of first comparison partitions and the plurality of second comparison partitions.

[0047] Specifically, according to the basic operating indicators of the target trailer, collect the rotational speeds of the respective wheels of the target trailer and the acceleration data of the vehicle in real time from the wheel speed sensor and the acceleration sensor, so as to calculate the real-time rotational speed differences between the respective wheels. The real-time rotational speed difference is the difference between the rotational speeds of the respective wheels, which reflects the working states of the respective wheels. An excessive rotational speed difference may mean that some wheels are slipping or locked, affecting the normal distribution of the traction force.

[0048] According to the real-time rotational speed differences and in combination with the acceleration sensor data, collect the longitudinal acceleration (front-back acceleration) and lateral acceleration (left-right acceleration) of the vehicle during driving. The longitudinal acceleration refers to the acceleration or deceleration state of the vehicle along the driving direction, which reflects the acceleration or deceleration process of the vehicle. An abnormal longitudinal acceleration change may indicate uneven traction force distribution during braking or acceleration. The lateral acceleration refers to the acceleration of the vehicle in the left-right direction, which reflects the steering and lateral stability of the vehicle. If the lateral acceleration change is too large when the vehicle is turning, it may mean that the traction force distribution is unreasonable and some wheels may lose grip during the turning process.

[0049] During braking or acceleration, the longitudinal acceleration directly affects the traction force distribution. Under normal circumstances, the front axle of the vehicle needs to bear a relatively large traction force, while during acceleration or braking, the rear axle may lose part of the traction force. During turning, the traction force of the vehicle is distributed to the wheels on the inner side of the turn. When the vehicle is turning, the traction force of the outer wheels is larger, while that of the inner wheels is smaller. Based on the acceleration data and rotational speed difference data, the traction force distribution of each wheel under specific working conditions is plotted to obtain a traction force distribution map. The traction force distribution map is a graph that shows the required or actual distributed traction force of different wheels under specific driving conditions, and describes the magnitude and distribution of the traction force of each wheel under different states (such as acceleration, braking, turning, etc.). The traction force distribution map is dynamic and will change with the change of vehicle state (such as vehicle speed, road adhesion, vehicle load, etc.). Through this map, it is possible to analyze whether the traction force of each wheel is reasonable and whether there is a situation where some wheels are overloaded or lose traction force.

[0050] The standard traction force distribution map is an ideal traction force distribution map formulated based on the design, preset parameters of the target trailer and the traction force distribution under normal working conditions, and is used to compare with the actual traction force distribution map to evaluate whether the current traction force is normal. In the standard traction force distribution map, according to the first evaluation item, that is, the standard range of the wheel slip ratio, multiple regions are divided on the standard traction force distribution map, and the expected traction force distribution under different slip ratios is marked. By comparing the divided regions, the corresponding regions can be found in the standard traction force distribution map to help identify whether there is an uneven traction force distribution. The second evaluation item focuses on the fluctuation frequency and amplitude of the braking pressure. The region with a large braking pressure fluctuation may indicate that some wheels bear too much braking force during braking, or there are faults or uneven phenomena in the system during operation. According to the second evaluation item, the standard traction force distribution map is divided into multiple regions, reflecting the expected traction force distribution under different braking pressure fluctuation frequencies and amplitudes.

[0051] The traction force distribution map is synchronously compared with multiple first comparison regions and multiple second comparison regions in the standard traction force distribution map according to the wheel slip ratio, the fluctuation frequency and amplitude of the braking pressure, that is, the first comparison regions based on the slip ratio and rotational speed difference are compared with the second comparison regions based on the braking pressure fluctuation at the same time. At the same moment, when the slip ratio is too high and the braking pressure fluctuation is large, whether the traction force is reasonably distributed. If both of these two evaluation items are in an abnormal state (for example, the slip ratio exceeds 10%, and the braking pressure fluctuation amplitude exceeds ±10%), it means that some wheels have a risk of losing control and the traction force distribution needs to be adjusted immediately.

[0052] Through comparative analysis, evaluate whether the actual traction force distribution is consistent with the expected distribution in the standard map, and output the traction force distribution verification result. 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 fluctuates too much, it indicates that there may be uneven traction force, brake failure, or skidding on this wheel. Through real-time rotational speed difference and acceleration sensor data, the traction force distribution of each wheel can be evaluated in real time to ensure reasonable traction force distribution. The formulation and evaluation of the traction force distribution map help optimize the operation of the ABS and enhance the stability of the vehicle under different working conditions, especially during emergency braking and turning.

[0053] Furthermore, the present application further includes the following steps:

[0054] Based on the basic operation indicators of the target trailer, determine the braking force distribution ratio of each wheel of the target trailer, and in combination with the slip rate data, evaluate the balance of the braking force distribution, and formulate a braking force distribution map; according to the first evaluation item and the second evaluation item, compare the braking force distribution map with the standard braking force distribution map to obtain the braking force coordination verification result.

[0055] Specifically, according to the basic operation indicators of the target trailer, obtain the braking pressure of each wheel through a brake pressure sensor, calculate the ratio of the braking pressures of each wheel 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, in combination 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 operation indicators of the vehicle, generate an actual braking force distribution map. The braking force distribution map is a map showing the braking force distribution of each wheel under different driving states, which helps to judge whether the braking force of each wheel is balanced and whether there are some wheels that are out of control due to excessive braking.

[0056] The standard braking force distribution map is an ideal braking force distribution map stipulated according to the vehicle design and working conditions, which represents 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, only a simple explanation is given here, and for the sake of brevity of the specification, it will not be elaborated further. According to the first evaluation item and the second evaluation item, divide the standard braking force distribution map into multiple first comparison partitions and multiple second comparison partitions respectively, and synchronously compare the braking force distribution map with the standard braking force distribution map to obtain the braking force coordination verification result, indicating whether the actual braking force distribution of the vehicle is consistent with the standard map and whether there are coordination problems.

[0057] The braking force coordination verification result reflects the cooperative working condition among the wheels of the vehicle during braking, that is, whether the braking force can be effectively and evenly distributed. Through the dual evaluation of the slip ratio and braking pressure, the balance of the braking force can be accurately judged to avoid over-braking or wheel skidding. By comparing with the standard braking force distribution map, the braking unevenness problem that may occur when the vehicle is braking suddenly can be detected in time, thus preventing potential dangers.

[0058] Furthermore, the present application further includes the following steps:

[0059] Based on the basic operation indexes of the target trailer, determine the abnormal road conditions and the acceleration sensor data, and evaluate the changes in the yaw rate and lateral acceleration of the target trailer; according to the changes in the yaw rate and lateral acceleration, draw up a dynamic stability map; based on the first evaluation item and the second evaluation item, compare the dynamic stability map with the standard dynamic stability map to obtain the dynamic stability verification result; at the same time, trigger a dynamic stability control strategy, and the dynamic stability control strategy is used to adjust the traction force and braking force distribution.

[0060] Specifically, according to the basic operation indexes of the target trailer, monitor the road conditions through on-vehicle sensors, cameras and other devices to judge whether there are abnormal road conditions (such as wet or icy roads). For example, when the road surface friction coefficient is found to be lower than 0.3 through the road surface friction sensor, it is judged that the road surface is in an abnormal state, which may lead to a decrease in traction force and affect the vehicle stability.

[0061] Collect the acceleration sensor data through the acceleration sensor to evaluate the changes in the yaw rate and lateral acceleration of the target trailer. The acceleration sensor is used to measure the acceleration changes of the vehicle, including longitudinal acceleration (i.e., acceleration or deceleration) and lateral acceleration (i.e., lateral force when the vehicle is turning). The yaw rate is an important parameter describing the lateral movement of the vehicle, which directly affects the handling stability and safety of the vehicle. The ABS adjusts the braking force distribution by monitoring the slip ratio 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, the ABS needs to respond quickly to adjust the braking force to prevent the wheels from locking and maintain the vehicle stability. The lateral acceleration reflects the acceleration change of the vehicle in the lateral direction and is an important index for judging whether the vehicle enters the skidding state. The ABS judges whether there is oversteering or understeering by detecting the change of the lateral acceleration and makes corresponding interventions.

[0062] Generate a dynamic stability map based on the changes in yaw rate and lateral acceleration to visually display the stability state of the vehicle during driving. The dynamic stability map is a chart depicting the stability state of the vehicle, showing the relationship between the yaw rate, lateral acceleration of the vehicle at different times and the vehicle stability. The dynamic stability map can display the dynamic response of the vehicle under different working conditions, helping to determine whether the vehicle is in an out-of-control state or approaching a dangerous area.

[0063] The standard dynamic stability map is an ideal dynamic stability map formulated based on the design parameters, driving conditions and driving requirements of the vehicle, and is used as a benchmark for judging the vehicle stability. Similarly, similar to the comparison process of the aforementioned traction force distribution map, only a simple explanation is given here, and for the sake of simplicity of the specification, it will not be elaborated further. According to the first evaluation item and the second evaluation item, the standard dynamic stability map is divided into multiple first comparison partitions and multiple second comparison partitions respectively. 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 a decrease in dynamic stability, problems such as skidding and understeering may occur, and the system will display a dynamically unstable state, prompting the driver to take corresponding measures. By monitoring dynamic stability and adjusting the traction force and braking force distribution in real time, 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.

[0064] Furthermore, the present application further includes the following steps:

[0065] If the working state of the trailer ABS is abnormal, switch to the auxiliary braking mode; synchronously calculate the braking force requirements of each wheel of the target trailer according to the slip rate data associated with the first evaluation item and the braking pressure data associated with the second evaluation item, and re-distribute the braking force to obtain the braking force distribution parameters in the auxiliary braking mode; use the in-vehicle communication network of the target trailer to send a collaborative braking request written with the braking force distribution parameters to the tractor ECU, and set the braking response collaborative strategy between the tractor and the trailer.

[0066] Specifically, a trailer is a vehicle that is towed by an automobile and has no power drive device of its own. It consists of a combination of an automobile (truck or tractor, forklift) and one or more trailers. A trailer can only form a complete transportation tool when combined with a tractor or other automobile. Therefore, the driving mode of a trailer is different from that of ordinary vehicles. Usually, it adopts passive driving or traction driving, with the tractor providing power, while ordinary vehicles usually have front-wheel drive, rear-wheel drive, and all-wheel drive. The ABS system of a trailer needs to be specially designed to ensure effective prevention of wheel skidding under traction driving and passive driving conditions and to guarantee the stability of the vehicle. Most trailers do not have their own driving force, and their driving force is completely provided by the tractor. The wheels of a trailer mainly play a role in bearing and guiding and do not participate in power generation. Some special types of trailers (such as some heavy trailers, trailers, etc.) may be designed with an auxiliary power system and have their own power transmission system to assist the tractor in power output, and can provide additional driving force in specific situations, especially in situations where additional traction or more complex operations are required.

[0067] If the working state of the trailer ABS is abnormal, that is, the trailer ABS cannot work properly, such as detecting that the wheel skidding cannot be controlled or the ABS electronic control unit fails, then switch to the auxiliary braking mode. At this time, the braking control of the trailer will no longer rely on the ABS, but switch to the tractor to control the braking system of the trailer. The auxiliary braking mode usually relies on the tractor to perform additional control on the braking of the trailer to ensure safety.

[0068] Based on the slip rate data related to the first evaluation item, evaluate the sliding conditions of each wheel, and based on the braking pressure data related to the second evaluation item, understand the pressure state of the current braking system. Based on the wheel slip rate and braking pressure data, calculate the braking force required for each wheel without triggering an ABS fault. The braking force requirement refers to the magnitude of the braking force required for each wheel under the current driving state to ensure safe braking and maintain vehicle stability.

[0069] According to the braking force requirement, redistribute the braking force of each wheel of the trailer to ensure effective braking can still be achieved in the case of abnormal ABS. According to the redistributed braking force, generate the braking force distribution parameters in the auxiliary braking mode. That is, the distribution ratio of the braking force required for each wheel. Under different driving and braking conditions, the braking force needs to be reasonably distributed according to factors such as the load of the wheel and the road adhesion.

[0070] When new braking force distribution parameters are calculated, the trailer sends a collaborative braking request to the electronic control unit (ECU) of the tractor through the vehicle-mounted communication network. The collaborative braking request includes the re-distributed 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 the trailer can work in coordination. The electronic control unit (ECU) of the tractor is responsible for receiving the collaborative braking request from the trailer and adjusting the braking control of the tractor according to the current situation. The collaborative 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 braking requirements of the trailer and the current working state.

[0071] In addition, it is necessary to set a collaborative strategy for braking response between the tractor and the trailer to ensure that the braking systems of the tractor and the trailer can work in coordination and prevent control imbalance or danger caused by inconsistent braking responses. For example, if the tractor needs to quickly increase the braking force, the trailer should also respond quickly; if the tractor needs to decelerate and reduce the braking force, the trailer needs to synchronously reduce the braking force. Ensure that the braking actions of the two vehicles can be synchronized to avoid vehicle out of control caused by asynchronous braking. By switching to the auxiliary braking mode, the braking systems of the tractor and the trailer can work in coordination to ensure sufficient braking capacity even when the trailer's ABS fails. Even if the trailer's ABS malfunctions, the auxiliary braking mode can ensure the vehicle stops safely and reduce the risk of accidents.

[0072] In summary, the real-time status monitoring and warning method for trailer ABS provided by this application has the following technical effects:

[0073] By connecting a 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; using the monitoring unit to collect multi-source monitoring data, and synchronously transmitting it to the data processing center through the in-vehicle communication network of the target trailer, and combining the ABS operating parameters to determine whether the working state of the trailer ABS is normal; if the working state of the trailer ABS is normal, calculate the slip ratio 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 brake pressure, and set the second evaluation item; through the basic operating indicators of the target trailer, combining the first evaluation item and the second evaluation item, sequentially perform traction distribution verification, braking force coordination verification, and dynamic stability verification; based on the traction distribution verification result, the braking force coordination verification result, and the dynamic stability verification result, perform a comprehensive risk assessment. If it exceeds the risk threshold range, an abnormal reminder is sent, and a trailer ABS fault diagnosis report is generated. That is to say, by connecting the monitoring unit to collect multi-source data, combining the ABS operating parameters to judge the state of the trailer ABS, and then calculating the slip ratio and brake pressure evaluation items, performing traction, braking force coordination and dynamic stability verification, and performing a comprehensive risk assessment based on the verification results. If it exceeds the threshold, an early warning is issued and a fault diagnosis report is generated, comprehensively analyzing the working state of the ABS, performing joint control of braking, adjusting the wheel braking force, effectively reducing problems such as missed fault detection and false alarms, improving the accuracy of monitoring and early warning, and thus enhancing the driving safety of the trailer.

[0074] Embodiment 2. Based on the same inventive concept as the real-time state monitoring and early warning method for trailer ABS in the foregoing Embodiment 1, the present application also provides a real-time state monitoring and early warning device for trailer ABS. Please refer to the appendix Figure 2 , the real-time state monitoring and early warning device for trailer ABS includes:

[0075] The monitoring unit setting module 11 is used to connect the monitoring unit based on the basic operation 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 collect multi-source monitoring data using the monitoring unit, synchronously transmit it to the data processing center through the in-vehicle communication network of the target trailer, 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 ratio 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, analyze the fluctuation frequency and amplitude of the brake pressure and set the second evaluation item. The calibration analysis module 14 is used to perform traction distribution calibration, braking force coordination calibration, and dynamic stability calibration in sequence through the basic operation indicators of the target trailer, combined 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 calibration result, the braking force coordination calibration result, and the dynamic stability calibration result. If it exceeds the risk threshold range, an abnormal reminder is sent, and a trailer ABS fault diagnosis report is generated.

[0076] Further, the monitoring unit setting module 11 in the real-time status monitoring and warning device for trailer ABS is further used for:

[0077] The basic operation indicators include the current vehicle speed, load status, road surface adhesion coefficient, and environmental temperature of the target trailer; based on the basic operation indicators, the risk threshold range is adaptively adjusted.

[0078] Further, the calibration analysis module 14 in the real-time status monitoring and warning device for trailer ABS is further used for:

[0079] Based on the basic operation indicators of the target trailer, determine the real-time rotational speed difference of each wheel of the target trailer, and combine the acceleration sensor data to evaluate the longitudinal acceleration change and lateral acceleration change of the target trailer; according to the longitudinal acceleration change and lateral acceleration change, draw up a traction distribution map; based on the first evaluation item and the second evaluation item, compare the traction distribution map with the standard traction distribution map to obtain the traction distribution calibration result.

[0080] Further, the calibration analysis module 14 in the real-time status monitoring and warning device for trailer ABS is further used for:

[0081] In the standard traction distribution map, identify multiple first comparison partitions according to the first evaluation item; in the standard traction distribution map, identify multiple second comparison partitions according to the second evaluation item; perform synchronous comparison processing through the multiple first comparison partitions and the multiple second comparison partitions.

[0082] Further, the calibration and analysis module 14 in the real-time status monitoring and warning device for trailer ABS is further configured to:

[0083] Based on the basic operation indexes of the target trailer, determine the braking force distribution ratio of each wheel of the target trailer, and in combination with the slip rate data, evaluate the balance of the braking force distribution, and draw up a braking force distribution map; according to the first evaluation item and the second evaluation item, compare the braking force distribution map with the standard braking force distribution map to obtain a braking force coordination verification result.

[0084] Further, the calibration and analysis module 14 in the real-time status monitoring and warning device for trailer ABS is further configured to:

[0085] Based on the basic operation indexes of the target trailer, determine the abnormal road conditions and the acceleration sensor data, and evaluate the changes in the yaw rate and lateral acceleration of the target trailer; according to the changes in the yaw rate and lateral acceleration, draw up a dynamic stability map; according to the first evaluation item and the second evaluation item, compare the dynamic stability map with the standard dynamic stability map to obtain a dynamic stability verification result; meanwhile, trigger a dynamic stability control strategy, and the dynamic stability control strategy is used to adjust the traction force and braking force distribution.

[0086] Further, the real-time status monitoring and warning device for trailer ABS further includes an abnormal analysis module, and the abnormal analysis module is further configured to:

[0087] If the working status 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 braking 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 in the auxiliary braking mode; use the in-vehicle communication network of the target trailer to send a collaborative braking request written with the braking force distribution parameters to the tractor ECU, and set the braking response coordination strategy between the tractor and the trailer.

[0088] Each embodiment in this specification is described in a progressive manner, and the key point of each embodiment is the difference from other embodiments. The foregoing Figure 1The real-time status monitoring and warning method and specific examples for the trailer ABS in Embodiment 1 are equally applicable to the real-time status monitoring and warning device for the trailer ABS in this embodiment. Through the foregoing detailed description of the real-time status monitoring and warning method for the trailer ABS, those skilled in the art can clearly know the real-time status monitoring and warning device for the trailer ABS in this embodiment. Therefore, for the sake of simplicity of the specification, it will not be elaborated 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 description of the method part.

[0089] 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 obvious to those skilled in the art, and the general principles defined herein can 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 these embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0090] 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 fall within the scope of the present application and its equivalent technologies, the present application also intends to include these changes and modifications.

Claims

1. A real-time status monitoring and warning method for trailer ABS, characterized in that, It includes: Based on the basic operation indicators of the target trailer, connect the monitoring unit, and the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a brake pressure sensor; Use the monitoring unit to collect multi-source monitoring data, synchronously transmit it to the data processing center through the in-vehicle communication network of the target trailer, and combine the ABS working parameters to judge whether the working state of the trailer ABS is normal; If the working state 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 brake pressure, and set the second evaluation item; Through the basic operation 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 sequence; Performing traction distribution verification includes: Based on the basic operation indicators of the target trailer, determine the real-time rotational speed difference of each wheel of the target trailer, and combine the acceleration sensor data to evaluate the longitudinal acceleration change and lateral acceleration change of the target trailer; According to the longitudinal acceleration change and lateral acceleration change, draw up a traction distribution map; According to the first evaluation item and the second evaluation item, compare the traction distribution map with the standard traction distribution map to obtain the traction distribution verification result; Performing braking force coordination verification includes: Based on the basic operation indicators of the target trailer, determine the braking force distribution ratio of each wheel of the target trailer, and combine the slip rate data to evaluate the balance of the braking force distribution, and draw up a braking force distribution map; According to the first evaluation item and the second evaluation item, compare the braking force distribution map with the standard braking force distribution map to obtain the braking force coordination verification result; Performing dynamic stability verification includes: Based on the basic operation indicators of the target trailer, determine the abnormal road conditions and acceleration sensor data, and evaluate the yaw rate change and lateral acceleration change of the target trailer; According to the yaw rate change and lateral acceleration change, draw up a dynamic stability map; According to the first evaluation item and the second evaluation item, compare the dynamic stability map with the standard dynamic stability map to obtain the dynamic stability verification result; At the same time, trigger a dynamic stability control strategy, which is used to adjust the traction and braking force distribution; Based on the traction distribution verification result, the braking force coordination verification result, and the dynamic stability verification result, conduct a comprehensive risk assessment. If it exceeds the risk threshold range, send an abnormal reminder and generate a trailer ABS fault diagnosis report.

2. The real-time status monitoring and warning method for trailer ABS according to claim 1, characterized in that, The basic operation indicators include the current vehicle speed, load status, road surface adhesion coefficient, and environmental temperature of the target trailer; Based on the basic operation indicators, make an adaptive adjustment to the risk threshold range.

3. The real-time status monitoring and early warning method for trailer ABS according to claim 1, characterized in that, According to the first evaluation item and the second evaluation item, comparing the traction distribution map with the standard traction distribution map includes: In the standard traction distribution map, identify multiple first comparison partitions according to the first evaluation item; In the standard traction distribution map, identify multiple 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.

4. The real-time status monitoring and warning method for trailer ABS according to claim 1, characterized in that, It further includes: 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 braking 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 in the auxiliary braking mode; Use the in-vehicle communication network of the target trailer to send a collaborative braking request written with the braking force distribution parameters to the tractor ECU, and set the braking response collaboration strategy between the tractor and the trailer.

5. Real-time status monitoring and warning device for trailer ABS, characterized in that, For implementing the steps of the real-time status monitoring and warning method for trailer ABS according to any one of claims 1 to 4, the real-time status monitoring and warning device for trailer ABS includes: A monitoring unit setting module, configured to connect a monitoring unit based on the basic operation indicators of the target trailer, and the monitoring unit is provided with a camera, a wheel speed sensor, an acceleration sensor, and a braking pressure sensor; A data processing module, configured to use the monitoring unit to collect multi-source monitoring data, synchronously transmit it to a data processing center through the in-vehicle communication network of the target trailer, and combine the ABS working parameters to determine whether the working state of the trailer ABS is normal; An evaluation item setting module, configured to calculate the slip rate of each wheel of the target trailer if the working state of the trailer ABS is normal, set a first evaluation item, and at the same time, analyze the fluctuation frequency and amplitude of the braking pressure to set a second evaluation item; A verification and analysis module, configured to perform traction force distribution verification, braking force coordination verification, and dynamic stability verification in sequence through the basic operation indicators of the target trailer in combination with the first evaluation item and the second evaluation item; Perform traction force distribution verification, and the device is used to execute the following method: Based on the basic operation indicators of the target trailer, determine the real-time rotational speed difference of each wheel of the target trailer, and combine the acceleration sensor data to evaluate the longitudinal acceleration change and lateral acceleration change of the target trailer; Draw up a traction force distribution map according to the longitudinal acceleration change and lateral acceleration change; Compare the traction force distribution map with the standard traction force distribution map according to the first evaluation item and the second evaluation item to obtain the traction force distribution verification result; Perform braking force coordination verification, and the device is used to execute the following method: Based on the basic operation indicators of the target trailer, determine the braking force distribution ratio of each wheel of the target trailer, and combine the slip rate data to evaluate the balance of the braking force distribution, and draw up a braking force distribution map; Compare the braking force distribution map with the standard braking force distribution map according to the first evaluation item and the second evaluation item to obtain the braking force coordination verification result; Perform dynamic stability verification, and the device is used to execute the following method: Based on the basic operation indicators of the target trailer, determine the abnormal road conditions and acceleration sensor data, and evaluate the yaw rate change and lateral acceleration change of the target trailer; Draw up a dynamic stability map according to the yaw rate change and lateral acceleration change; Compare the dynamic stability map with the standard dynamic stability map according to the first evaluation item and the second evaluation item to obtain the dynamic stability verification result; Meanwhile, trigger the dynamic stability control strategy, which is used to adjust the traction force and braking force distribution; A risk assessment module is used to conduct a comprehensive risk assessment based on the traction force distribution verification result, the braking force coordination verification result, and the dynamic stability verification result. If it exceeds the risk threshold range, an abnormal reminder is sent and a trailer ABS fault diagnosis report is generated.

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