Trailer connection state judgment method and device, equipment and storage medium

Abstract

The invention discloses a trailer connection state judgment method, device and equipment and a storage medium, and relates to the technical field of vehicle electronic control, and the method comprises the steps: receiving vehicle position, road gradient, vehicle speed, steering wheel angle, brake pedal state and power system output torque data; according to the vehicle position, the road gradient and the vehicle speed, judging whether the tractor is in a pavement road surface to-be-straight starting state or not; when the tractor is in a state of going straight and starting on a paved road surface, the steering angle of a steering wheel is smaller than or equal to a preset angle and a brake pedal is not stepped down, calculating the overall mass of a train composed of the tractor and the trailer based on the power system output torque data, the speed data and the road slope data; comparing the whole vehicle mass with the dead weight of the tractor to obtain a judgment result of the trailer connection state; and the judgment result is sent to the EBS controller, so that the EBS controller adjusts braking force distribution according to the trailer connection state in the judgment result, and high-precision and dynamically-optimized braking management is achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle electronic control technology, and in particular to a method, device, equipment and storage medium for determining the connection status of a trailer. Background Technology

[0002] With the rapid development of intelligent transportation systems, commercial vehicles are increasingly demanding intelligent and dynamic braking systems. Traditional braking systems rely heavily on fixed strategies and physical sensors to determine trailer connection status, which is insufficient to meet the efficiency and safety requirements for real-time adjustments under complex operating conditions. Therefore, a low-cost, highly adaptable technical solution is urgently needed to optimize braking performance and ensure driving safety.

[0003] In existing technologies, the determination of trailer connection status mainly relies on physical detection switches or mechanical signal transmission, which has drawbacks such as high hardware costs, large response delays, single braking strategies, and poor adaptability to multiple scenarios. For example, physical sensors are susceptible to environmental interference leading to misjudgments, fixed strategies cannot dynamically adapt to changes in trailer connection status, and there is a lack of effective fault tolerance mechanisms when communication is interrupted. All of these problems limit the intelligent upgrading of braking systems and make it difficult to meet the safety and reliability requirements of modern commercial vehicles.

[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this invention is to provide a method, device, equipment, and storage medium for determining trailer connection status, aiming to solve the technical problem of how to achieve automatic identification of trailer connection status and dynamic optimization of braking force allocation.

[0006] To achieve the above objectives, the present invention provides a method for determining the trailer connection status, the method comprising the following steps:

[0007] Receives data on vehicle location, road gradient, vehicle speed, steering wheel angle, brake pedal status, and powertrain output torque;

[0008] Based on the vehicle's location, road slope, and speed, determine whether the tractor is on a paved road and ready to start moving straight.

[0009] When the tractor is on a paved road and ready to start straight, and the steering wheel angle is less than or equal to a preset angle and the brake pedal is not depressed, the total mass of the train consisting of the tractor and trailer is calculated based on the power system output torque data, vehicle speed data and road slope data.

[0010] The overall vehicle mass is compared with the tractor's own weight to obtain the result of judging the trailer connection status;

[0011] The judgment result is sent to the vehicle's EBS controller, so that the EBS controller can adjust the braking force distribution according to the trailer connection status in the judgment result.

[0012] In one embodiment, the step of calculating the total mass of the train consisting of the tractor and trailer based on the output torque data of the power system, vehicle speed data, and road gradient data includes:

[0013] Based on the vehicle speed data, determine the time period during which the target number of tractors meet the preset vehicle speed change conditions and the gearbox gear remains unchanged during the straight-line acceleration process;

[0014] For each time period, the vehicle's dynamic equations are established based on the power system output torque data, vehicle speed data, and road gradient data within that time period.

[0015] Analyzing the dynamic equations, the estimated vehicle mass corresponding to the time period is obtained;

[0016] Based on the estimated mass of each vehicle, the target vehicle mass is determined.

[0017] In one embodiment, the step of establishing the vehicle's dynamic equations based on the powertrain output torque data, vehicle speed data, and road gradient data within the time period includes:

[0018] Based on the power system output torque data, transmission system parameters, and tire parameters, determine the driving force acting on the drive wheels;

[0019] Based on the road slope data and the estimated vehicle mass, determine the slope resistance experienced by the vehicle;

[0020] Based on the vehicle speed data and the estimated vehicle mass, determine the rolling resistance and acceleration resistance experienced by the vehicle.

[0021] The driving force, the slope resistance, the rolling resistance, and the acceleration resistance are dynamically balanced to establish the vehicle's dynamic equations.

[0022] In one embodiment, the step of analyzing the dynamic equations to obtain the estimated vehicle mass corresponding to the time period includes:

[0023] Based on the dynamic balance model, the initial value of the vehicle mass is determined through iterative calculation.

[0024] Based on the initial values, a convergence analysis is performed on the dynamic equilibrium model to obtain the model output results;

[0025] When the model output meets the preset convergence condition, the current estimated value is used as the estimated quality of the whole vehicle for the time period.

[0026] In one embodiment, the step of comparing the total vehicle mass with the tractor's tare weight to obtain a determination result of the trailer connection status includes:

[0027] Obtain the tare weight of the tractor and calculate the ratio of the total vehicle mass to the tare weight of the tractor;

[0028] When the ratio is less than a first preset multiple, a determination result indicating that the trailer is not connected is generated;

[0029] When the ratio is greater than or equal to a second preset multiple, a determination result indicating that the trailer is connected is generated;

[0030] When the ratio is between the first preset multiple and the second preset multiple, a secondary verification process is triggered.

[0031] In one embodiment, the step of sending the determination result to the vehicle's EBS controller, so that the EBS controller adjusts the braking force distribution according to the trailer connection status in the determination result, includes:

[0032] Based on the judgment result, a judgment result data packet containing the trailer connection status is generated, wherein the data packet includes a trailer connection status identifier and a data check code;

[0033] The data packets are sent to the EBS controller via the vehicle communication network in a standard data frame format;

[0034] Receive the braking force distribution response signal returned by the EBS controller, wherein the response signal includes braking force distribution parameters generated by the EBS controller based on the trailer connection status;

[0035] Update the braking force distribution strategy database of the vehicle-side system based on the braking force distribution parameters.

[0036] In one embodiment, the method further includes:

[0037] After completing a trailer connection status assessment, the operating status of the tractor unit is continuously monitored.

[0038] When the tractor is detected to meet the conditions for starting straight on the paved road again, the vehicle mass calculation process is triggered to generate a new mass estimate.

[0039] During train operation, when the trailer connection status judgment results corresponding to the mass estimation values ​​of a consecutive preset number of times are consistent, the current trailer connection status is locked.

[0040] In the event of communication interruption or data anomaly, the trailer connection status corresponding to the last valid judgment result is maintained, and a maintenance command is sent to the EBS controller through a caching mechanism.

[0041] Furthermore, to achieve the above objectives, the present invention also proposes a trailer connection status determination device, the device comprising:

[0042] The data acquisition module is used to receive data on vehicle position, road slope, vehicle speed, steering wheel angle, brake pedal status, and power system output torque.

[0043] The judgment module is used to determine whether the tractor is in a state of waiting to start straight on the paved road based on the vehicle position, road slope and vehicle speed.

[0044] The calculation module is used to calculate the total mass of the train consisting of the tractor and trailer based on the power system output torque data, vehicle speed data and road slope data when the tractor is in a state of starting straight on the paved road and the steering wheel angle is less than or equal to a preset angle and the brake pedal is not pressed.

[0045] The comparison module is used to compare the total vehicle mass with the tractor's tare weight to obtain a judgment result on the trailer connection status;

[0046] The output module is used to send the judgment result to the vehicle's EBS controller, so that the EBS controller can adjust the braking force distribution according to the trailer connection status in the judgment result.

[0047] Furthermore, to achieve the above objectives, the present invention also proposes a trailer connection status determination device, the device comprising: a memory, a processor, and a trailer connection status determination program stored in the memory and executable on the processor, the trailer connection status determination program being configured to implement the steps of the trailer connection status determination method described above.

[0048] In addition, to achieve the above objectives, the present invention also proposes a storage medium storing a trailer connection status determination program, wherein when the trailer connection status determination program is executed by a processor, it implements the steps of the trailer connection status determination method described above.

[0049] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the trailer connection status determination method described above.

[0050] One or more technical solutions proposed in this application have at least the following technical effects:

[0051] By receiving vehicle operation data and combining dynamic modeling with multi-condition verification, automatic identification of trailer connection status and dynamic optimization of braking force distribution are achieved without the need for physical sensors. Specifically, by analyzing the dynamic equations of the tractor unit in a straight-line starting state on paved roads, iteratively calculating the vehicle mass and comparing it with the tractor unit's own weight, the trailer connection status can be accurately determined. Furthermore, based on the determination result, the braking force distribution strategy of the EBS controller is dynamically adjusted, solving the problems of high cost, response delay, and poor adaptability to multiple scenarios caused by reliance on physical detection switches in traditional technologies. Simultaneously, by continuously monitoring the operating status, locking stable determination results, and establishing fault tolerance mechanisms in case of communication anomalies, the system's robustness and safety are improved, ultimately achieving significant optimization of braking efficiency and ensuring driving safety. Attached Figure Description

[0052] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0053] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0054] Figure 1 This is a flowchart illustrating an embodiment of the trailer connection status determination method of this application.

[0055] Figure 2 This is a vehicle networking system architecture diagram provided for Embodiment 1 of the trailer connection status determination method of this application;

[0056] Figure 3 This is a flowchart illustrating Embodiment 2 of the method for determining trailer connection status in this application.

[0057] Figure 4 This is a schematic diagram of the module structure of the trailer connection status determination device according to an embodiment of this application;

[0058] Figure 5 This is a schematic diagram of the hardware operating environment involved in the trailer connection status determination method in this application embodiment.

[0059] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0060] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0061] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0062] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or trailer connection status determination device capable of performing the above functions. The following description uses a trailer connection status determination device as an example to illustrate this embodiment and the subsequent embodiments.

[0063] Based on this, embodiments of this application provide a method for determining the trailer connection status, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the trailer connection status determination method of this application.

[0064] In this embodiment, the trailer connection status determination method includes steps S10 to S50:

[0065] Step S10: Receive vehicle position, road slope, vehicle speed, steering wheel angle, brake pedal status, and power system output torque data;

[0066] It should be noted that the vehicle location is obtained through the vehicle's GPS, which determines whether the vehicle is in a specific road environment (such as a smooth paved road) suitable for quality estimation.

[0067] Road gradient is measured using an inertial measurement unit (IMU) or a dedicated gradient sensor to determine the longitudinal tilt angle of the road being traveled (i.e., the gradient of an uphill or downhill section).

[0068] Vehicle speed is monitored in real time by wheel speed sensors on the drive wheels or rotational speed sensors on the output shaft of the transmission.

[0069] Steering wheel angle is measured by an angle sensor installed on the steering wheel to determine whether the vehicle is in a straight-line state (i.e., the steering wheel is not turned significantly).

[0070] Brake pedal status is determined by a travel sensor or pressure sensor mounted on the brake pedal to detect whether the driver has pressed the brake pedal, thus eliminating the influence of braking operation on quality estimation.

[0071] The output torque of the power system is the driving torque value (i.e. the torque transmitted from the power system to the drive wheels) obtained through the engine control unit (ECU) or motor controller.

[0072] It should be understood that the system components of this solution are as follows: Figure 2 As shown, the data transmission process and related components from the onboard terminal to the vehicle network platform are presented in a logically clear layout. The left side lists multiple onboard sensors and control systems (such as vehicle speed, brake pedal, steering wheel angle, current transmission ratio, and powertrain output torque), which are connected to the onboard network terminal via a CAN bus. The data is aggregated and transmitted to the terminal. The terminal includes a trailer connection status monitoring module, which interacts with the EBS electronic braking system via an arrow. The onboard network terminal wirelessly exchanges data with the vehicle network platform via a 4G communication module. The platform's functions include high-precision positioning and road condition analysis (slopes, straight sections, curves), helping drivers obtain real-time environmental information. The upper right corner displays key parameters written when the vehicle rolls off the production line (tractor weight, rear axle ratio, transmission coefficient, tire specifications, tire radius, and wheelbase measurement coefficient) to ensure the accuracy of data processing and analysis.

[0073] In the initial state, to ensure that the system's default trailer connection status P_trailer = connected, the vehicle networking platform enters monitoring mode.

[0074] The vehicle-to-everything (V2X) platform uses a high-precision map to monitor the vehicle's location A, the road gradient i ahead, and the vehicle's speed in real time. If the platform detects that the vehicle is on a paved road and is about to start moving straight (the current map location A is a paved road, the road ahead is 100m straight and the current vehicle speed V≤1km / h), the V2X platform enters the judgment mode.

[0075] After the vehicle networking platform enters judgment mode T1, it continuously monitors and records the CAN bus data uploaded by the vehicle (vehicle speed, steering wheel angle, brake pedal, actual torque output of the power system T, current actual gear ratio of the transmission N1, etc.). If the steering wheel angle is ≤5° and the brake pedal is not pressed during the acceleration period of 5-20km / h after the vehicle starts, that is, the vehicle is in a straight acceleration state, the vehicle networking platform enters calculation mode; otherwise, it returns to listening mode.

[0076] Step S20: Determine whether the tractor is in a state of waiting to start straight on the paved road based on the vehicle position, road slope and vehicle speed.

[0077] It should be noted that the paved road surface determination involves comparing the vehicle's location information obtained from GPS with the map database to confirm that the current road is a smooth asphalt or cement road surface (with a slope close to zero), in order to reduce the impact of tire slippage on quality estimation.

[0078] The following conditions must be considered when determining whether a vehicle is ready to start moving straight:

[0079] When the vehicle speed is close to zero, it means that the vehicle is stationary or coasting at low speed (such as a speed of less than 5 km / h).

[0080] If the steering wheel angle is less than the preset angle, for example, less than 5 degrees, it indicates that the vehicle has not performed a turning operation.

[0081] If the brake pedal is not pressed, it means the driver has not actively braked, and the vehicle is in a state of free coasting or preparing to start.

[0082] If all the above conditions are met, the vehicle is determined to be in a "paved road waiting to start straight" state, triggering the subsequent quality estimation process; otherwise, it continues to wait for the conditions to be met.

[0083] Step S30: When the tractor is on the paved road and waiting to start straight, and the steering wheel angle is less than or equal to the preset angle and the brake pedal is not pressed, calculate the total mass of the train consisting of the tractor and the trailer based on the power system output torque data, vehicle speed data and road slope data.

[0084] It should be noted that the time period filtering selects periods where the powertrain output torque, vehicle speed, and gradient data are stable, based on the vehicle speed change rate (such as during acceleration) and the constant gear position of the transmission. For example, when a vehicle is accelerating at a constant speed in a low gear, the powertrain output torque has a linear relationship with the change in vehicle speed.

[0085] The dynamic equations are established based on Newton's second law (F=ma), and are constructed with the following parameters:

[0086] Driving force is the traction force output by the drive wheels, calculated from the torque output by the power system, the efficiency of the transmission system (such as the gearbox ratio), and the tire radius.

[0087] Resistance includes rolling resistance (proportional to the vehicle's mass), gradient resistance (proportional to the gradient and mass), and acceleration resistance (proportional to the mass and acceleration).

[0088] Iterative calculation involves using the least squares method or genetic algorithm to substitute measured data into the dynamic balance equation and back-calculate the optimal solution for the overall vehicle mass.

[0089] The inputs to the mass estimation model are the power system output torque, vehicle speed, gradient, transmission system parameters (such as gearbox ratio and final drive ratio), and tire radius; the output is the total mass of the train consisting of the tractor and trailer.

[0090] In practical implementation, after the vehicle networking platform enters computing mode, it begins to read back the stored message data and selects three time periods with large speed differences, a span of about 1 second, and unchanged gear positions from the stored data according to the time axis for calculation:

[0091] a1=(V2-V1) / (t2-t1)=F_net1 / m1, where a1 is the acceleration in time period 1, V1 and V2 are the initial and final velocities in time period 1, t1 and t2 are the initial and final time points in time period 1, F_net1 is the resultant force of the whole vehicle in time period 1, and m1 is the estimated mass of the whole vehicle in time period 1.

[0092] Fcombined = Fdrive1 - Frolling resistance1 - Fslope resistance1 – Facceleration resistance1 (when vehicle speed is low and mass calculation error requirements are low, wind resistance is ignored), where Fdrive1 is the average driving force of time period 1, Frolling resistance1 is the average rolling resistance of time period 1, Fslope resistance1 is the average slope resistance of time period 1, and Facceleration resistance1 is the average acceleration resistance of time period 1.

[0093] F_drive1 = T_average1 * N_variable1 * N_rear_axle * n / r, where T_average1 is the average output torque within time period 1 (engine output torque for fuel vehicles, motor torque for new energy vehicles), N_variable1 is the actual gear ratio of the transmission within time period 1, N_rear_axle is the rear axle ratio (a fixed value, which can be found on the vehicle network platform through the vehicle chassis number and factory parameters), n is the transmission efficiency (an empirical value, which can be found on the vehicle network platform through the vehicle chassis number and factory parameters; generally 0.9 for fuel vehicles and 0.95 for electric vehicles), and r is the tire radius (a fixed value, which can be found on the vehicle network platform through the vehicle chassis number and factory parameters).

[0094] F_rolling resistance 1 = μ * m1gcosθ, where μ is the rolling resistance coefficient (basically a fixed value, which can be found in the vehicle chassis number and factory parameters on the vehicle networking platform, and can be obtained from vehicle development and coasting test calibration, commonly 0.0041), m1 is the estimated total vehicle mass within time period 1, g is the gravitational acceleration, and θ is the slope;

[0095] F_rolling resistance 1 = m1gsinθ, where m1 is the estimated total vehicle mass within time period 1, g is the gravitational acceleration, and θ is the gradient.

[0096] F_acceleration resistance 1 = m1gδ is the average acceleration resistance in time period 1, m1 is the estimated total vehicle mass in time period 1, g is the gravitational acceleration, and δ is the rotational mass coefficient (empirical value, which can be found on the vehicle network platform through the vehicle chassis number and factory parameters; the typical value for low speed is about 1.35).

[0097] Substitute all into the formula:

[0098] m1*(V2-V1) / (t2-t1)=(T_average1*N_variable1*N_backbridge*n / r)-μ*m1gcosθ-m1gsinθ-m1gδ;

[0099] That is: m1=(T_average1*N_variable1*N_backbridge*n / r) / ((V2-V1) / (t2-t1)+μ*gcosθ+gsinθ+gδ);

[0100] Compare m1, m2, and m3 with m_main (the tractor's own weight, which can be found on the vehicle network platform through the vehicle chassis number and factory parameters). If m1, m2, and m3 are all within ±30% of m_main, then P_trailer = not connected; if m1, m2, and m3 are greater than m_main * 135%, then P_trailer = connected; if neither of the above two situations applies, then the calculation is correct.

[0101] Step S40: Compare the total vehicle weight with the tractor's own weight to obtain the judgment result of the trailer connection status;

[0102] It should be noted that after the vehicle network platform determines that the P-mount has changed through calculation mode, it sends the latest state of the P-mount to the vehicle-side EBS controller to refresh the control parameters so as to reasonably allocate braking force. Then the vehicle network platform re-enters the monitoring mode.

[0103] In one feasible implementation, step S40 includes steps A11 to A14:

[0104] Step A11: Obtain the tractor's tare weight and calculate the ratio of the total vehicle mass to the tractor's tare weight;

[0105] It should be noted that the tractor's tare weight is the unloaded mass of the tractor (i.e., the mass of the tractor itself, excluding the trailer) obtained from the vehicle's nameplate or vehicle management system (VMS).

[0106] The ratio calculation involves dividing the estimated total vehicle mass (the combined mass of the tractor and trailer) by the tractor's own weight to obtain a dimensionless ratio, which is used to determine whether the trailer is connected.

[0107] Step A12: When the ratio is less than the first preset multiple, generate a judgment result that the trailer is not connected;

[0108] It should be noted that if the first preset multiple, i.e., the ratio is less than 1.2 (assuming the tractor's weight is M and the total vehicle mass M_veh satisfies M_veh<1.2M), then the trailer is determined to be unconnected.

[0109] The sum of the tractor's tare weight and the trailer's mass is usually much greater than the tractor's tare weight (e.g., the trailer's mass is 1 to 3 times that of the tractor). If the total mass of the vehicle is close to the tractor's tare weight, it can be inferred that the trailer is not connected.

[0110] Step A13: When the ratio is greater than or equal to the second preset multiple, generate a judgment result that the trailer is connected;

[0111] It should be noted that the second preset multiple is when the ratio is ≥1.5 (M_veh≥1.5M), at which point the trailer is determined to be connected.

[0112] After the trailer is attached, the overall vehicle weight increases significantly, exceeding the threshold of 1.5 times the tractor's own weight, indicating the presence of a trailer.

[0113] Step A14: When the ratio is between the first preset multiple and the second preset multiple, trigger the secondary verification process.

[0114] It should be noted that if the ratio is between 1.2 and 1.5, a secondary verification is triggered (such as repeating the quality estimation or combining other data, such as brake pedal status and vehicle speed change rate) to eliminate noise interference or special operating conditions (such as a tractor carrying cargo).

[0115] Step S50: The judgment result is sent to the vehicle's EBS controller so that the EBS controller can adjust the braking force distribution according to the trailer connection status in the judgment result.

[0116] It should be noted that the system detects the trailer's connection status (e.g., whether it is hooked up, whether the trailer's braking system is working properly) through sensors or communication modules, and sends this status as a "judgment result" to the vehicle's EBS controller.

[0117] By dynamically adjusting the braking force, EBS ensures that the tractor and trailer brake in a coordinated manner (as mentioned in item [2], "adjusting the distribution when the tractor and trailer brake inconsistently"), reducing the dangers of skidding, understeer, etc. caused by asynchronous braking.

[0118] In complex road conditions (such as curves and slippery surfaces), EBS can further optimize the distribution of braking force according to the trailer connection status, improve braking efficiency and maintain vehicle stability.

[0119] Emergency Response: If the trailer connection status changes abruptly (such as the trailer accidentally detaching), EBS can quickly adjust the braking force distribution to avoid secondary accidents caused by the trailer going out of control.

[0120] In one feasible implementation, step S50 includes steps A21 to A24:

[0121] Step A21: Generate a judgment result data packet containing the trailer connection status based on the judgment result, wherein the data packet includes the trailer connection status identifier and the data check code;

[0122] It should be noted that the trailer connection status flag uses a 1-bit binary number to represent the status (e.g., 0 = not connected, 1 = connected).

[0123] The data check code is generated using the Cyclic Redundancy Check (CRC) algorithm and is used to verify whether the data has been corrupted during transmission.

[0124] The generation logic encapsulates the judgment result into a standard data frame, which includes an identifier (used to identify the data source), data fields (store specific values), and a checksum.

[0125] Step A22: Send data packets to the EBS controller via the vehicle communication network in standard data frame format;

[0126] It should be noted that the communication protocol uses the vehicle's internal standard communication bus (such as Controller Area Network, CAN bus) to transmit data packets through predefined signal IDs (such as 0x18F00C00).

[0127] Data real-time performance and accuracy are ensured through retransmission mechanisms and priority arbitration (such as the arbitration field of the CAN bus).

[0128] Step A23: Receive the braking force distribution response signal returned by the EBS controller, wherein the response signal contains the braking force distribution parameters generated by the EBS controller based on the trailer connection status;

[0129] It should be noted that the response signal content includes the braking force distribution parameters (such as the front / rear axle braking force ratio and the braking force value of each wheel) generated by EBS based on the trailer connection status.

[0130] Signal parsing involves extracting parameters from a predefined signal mapping table (such as the SAE J1939 protocol) and verifying the validity of the checksum.

[0131] Step A24: Update the braking force distribution strategy database of the vehicle-side system according to the braking force distribution parameters.

[0132] It should be noted that the strategy library update writes the parameters returned by EBS into the vehicle's brake force distribution strategy database (stored in ECU flash memory or non-volatile memory).

[0133] Dynamic adjustment means that during subsequent braking operations, EBS adjusts the braking force of each wheel in real time according to the updated strategy to optimize braking efficiency (such as distributing braking force according to the mass ratio when the trailer is connected, and turning off the trailer brake when not connected).

[0134] Furthermore, after completing a trailer connection status assessment, the operating status of the tractor unit is continuously monitored;

[0135] When the tractor is detected to meet the conditions for starting straight on the paved road again, the vehicle mass calculation process is triggered to generate a new mass estimate.

[0136] During train operation, when the trailer connection status judgment results corresponding to the mass estimation values ​​of a consecutive preset number of times are consistent, the current trailer connection status is locked.

[0137] In the event of communication interruption or data anomaly, the trailer connection status corresponding to the last valid judgment result is maintained, and a maintenance command is sent to the EBS controller through a caching mechanism.

[0138] It should be noted that when the tractor meets the conditions for starting straight on the paved road again, the quality estimation process is repeated to ensure the timeliness of the judgment results.

[0139] If the estimation results are consistent for N consecutive times (e.g., 3 times), the current trailer connection status is locked to avoid transient noise interference.

[0140] In the event of a communication failure, the last valid judgment result is maintained, and a maintenance command is sent to EBS through a caching mechanism to prevent sudden changes in the braking strategy.

[0141] This embodiment provides a method for determining trailer connection status. By receiving vehicle operation data and combining dynamic modeling and multi-condition verification, it achieves automatic identification of trailer connection status and dynamic optimization of braking force distribution without the need for physical sensors. Specifically, by analyzing the dynamic equations of the tractor unit in a straight-line starting state on paved roads, iteratively calculating the vehicle mass and comparing it with the tractor unit's own weight, the trailer connection status can be accurately determined. Furthermore, based on the determination result, the braking force distribution strategy of the EBS controller is dynamically adjusted, solving the problems of high cost, response delay, and poor adaptability to multiple scenarios caused by reliance on physical detection switches in traditional technologies. At the same time, by continuously monitoring the operating status, locking stable determination results, and fault tolerance mechanisms in case of communication anomalies, the robustness and safety of the system are improved, ultimately achieving significant optimization of braking efficiency and ensuring driving safety.

[0142] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S20 includes steps S201 to S204:

[0143] Step S201: Based on the vehicle speed data, determine the time period during which the target number of vehicles meets the preset vehicle speed change conditions and the gearbox gear remains unchanged during the straight-line acceleration of the tractor.

[0144] It should be noted that the preset vehicle speed change conditions are achieved by setting the range of vehicle speed changes (e.g., acceleration from 0 to 20 km / h) and the stability of acceleration (e.g., fluctuation range ±0.2 m / s²). 2 This method filters out typical acceleration conditions when a vehicle is towing a trailer. This condition ensures that the vehicle is in a towing state and that power output is stable, avoiding data anomalies caused by rapid acceleration or deceleration.

[0145] Maintaining a fixed gearbox gear means that the vehicle must remain in the same gear (such as first or second gear) throughout the screening period to eliminate the impact of gear shifting on power transmission efficiency. The gearbox gear directly affects the relationship between engine output torque and drive wheel speed; fixing the gear simplifies the calculation of the dynamics model.

[0146] Step S202: For each time period, establish the vehicle's dynamic equations based on the power system output torque data, vehicle speed data, and road slope data within that time period.

[0147] It's important to note that this process involves integrating key dynamic parameters from the vehicle's operation to construct a mathematical model that reflects its actual operating state. Specifically, this step uses the torque output from the powertrain (such as the driving force of the engine or motor), real-time vehicle speed (reflecting the vehicle's velocity), and road gradient (affecting resistance when climbing or descending slopes) as input data to analyze how these factors collectively influence the vehicle's motion. By establishing dynamic equations, the system can quantify the force relationships experienced by the vehicle under specific operating conditions (such as the balance between driving force and resistance), thus providing a theoretical basis for subsequent mass estimation, energy consumption calculation, or driving behavior analysis. Essentially, it transforms the complex laws of motion in the physical world into a computable model, enabling the system to dynamically predict or verify vehicle behavior based on real-time data.

[0148] In one feasible implementation, step S202 includes steps A31 to A34:

[0149] Step A31: Determine the driving force acting on the drive wheels based on the power system output torque data, transmission system parameters, and tire parameters;

[0150] It should be noted that the driving force calculation is to deduce the actual driving force on the drive wheels based on the output torque of the power system (torque data output by the engine or motor), transmission system parameters (such as gearbox ratio, final reducer ratio), transmission efficiency (considering mechanical friction loss) and tire radius.

[0151] The transmission system parameters, namely the gearbox ratio (the speed ratio between the input shaft and the output shaft) and the final drive ratio (the speed ratio between the drive shaft and the differential), together determine the power transmission amplification factor.

[0152] Transmission efficiency is typically taken as 0.9 to 0.95, which represents the proportion of energy loss when power is transmitted from the power system to the drive wheels.

[0153] The tire radius, or the tire's geometric parameter, directly affects the magnitude of the driving force (the larger the radius, the smaller the driving force).

[0154] Step A32: Determine the slope resistance experienced by the vehicle based on the road gradient data and the estimated vehicle weight;

[0155] It should be noted that slope resistance is the component of gravity that a vehicle must overcome along the slope direction when driving on an incline. This resistance is determined by the estimated vehicle mass (preliminary assumption), gravitational acceleration, and the road slope angle.

[0156] The road gradient angle, obtained through an inertial navigation system or a gradient sensor, represents the angle between a vehicle and the horizontal plane.

[0157] Step A33: Based on the vehicle speed data and the estimated vehicle mass, determine the rolling resistance and acceleration resistance experienced by the vehicle;

[0158] It should be noted that rolling resistance is the resistance generated by the deformation of the vehicle tires when they come into contact with the ground. It is determined by the estimated value of the vehicle's mass, the acceleration due to gravity, and the rolling resistance coefficient (which is related to the road surface type, such as 0.015 to 0.02 for asphalt roads).

[0159] Acceleration resistance is the resistance generated by inertia when a vehicle accelerates, and it is calculated from the estimated value of the vehicle's mass and the acceleration (rate of change of vehicle speed).

[0160] Step A34: Perform dynamic balance analysis on driving force, slope resistance, rolling resistance and acceleration resistance to establish the vehicle's dynamic equations.

[0161] It should be noted that dynamic balance analysis is based on Newton's second law (driving force = total resistance), comparing the driving force with rolling resistance, slope resistance, acceleration resistance (and air resistance, which can be ignored at low speeds) to establish vehicle dynamics equations.

[0162] Total resistance is rolling resistance + slope resistance + acceleration resistance + air resistance.

[0163] Step S203: Analyze the dynamic equations to obtain the estimated vehicle mass for the corresponding time period;

[0164] It should be noted that, assuming an initial mass value (such as 1.3 times the weight of the tractor), the difference between the driving force and the resistance is calculated by substituting it into the dynamic equation. If the difference does not converge, the mass value is adjusted and the calculation is repeated until the difference approaches zero.

[0165] Set a relative error threshold for the quality value (e.g., less than 1%) and a maximum number of iterations (e.g., 20 times) to ensure the reliability of the calculation results.

[0166] Step S204: Determine the target vehicle mass based on the estimated mass of each vehicle.

[0167] It should be noted that using a weighted average method (e.g., longer time periods have higher weights) or confidence level screening (removing outliers that deviate too much from the majority of results) ensures the robustness of the results.

[0168] The final fused and corrected mass value will be used as the target vehicle mass for subsequent applications (such as vehicle load management and energy consumption optimization).

[0169] In one feasible implementation, step S204 includes steps A41 to A43:

[0170] Step A41: Determine the initial value of the vehicle mass through iterative calculation based on the dynamic balance model;

[0171] It should be noted that a preliminary mass estimate is set based on the known weight of the tractor (such as the empty weight) and the empirical range of the trailer's mass (such as the trailer being typically heavier than the tractor).

[0172] Step A42: Based on the initial values, perform convergence analysis on the dynamic equilibrium model to obtain the model output results;

[0173] It should be noted that by adjusting the quality value multiple times, we can observe whether the calculation results tend to stabilize (i.e., the error gradually decreases).

[0174] Step A43: When the model output meets the preset convergence condition, use the current estimated value as the estimated quality of the whole vehicle for the time period.

[0175] It should be noted that when the iteration result meets the convergence condition, the estimated value of the vehicle mass for that time period is output.

[0176] The average or weighted average of the quality estimates from multiple valid time periods (such as weights related to the length of the time period) is taken as the final target vehicle quality.

[0177] This embodiment provides a method for determining the connection status of a trailer. By filtering effective time periods, constructing dynamic equations, optimizing iterative algorithms, and fusing data from multiple time periods, it achieves high-quality estimation without the need for physical sensors.

[0178] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the trailer connection status determination method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0179] This application also provides a trailer connection status determination device, please refer to... Figure 4 The trailer connection status determination device includes:

[0180] Data acquisition module 10 is used to receive data on vehicle position, road slope, vehicle speed, steering wheel angle, brake pedal status, and power system output torque.

[0181] The judgment module 20 is used to determine whether the tractor is in a state of waiting to start straight on the paved road based on the vehicle position, road slope and vehicle speed.

[0182] The calculation module 30 is used to calculate the total mass of the train consisting of the tractor and trailer when the tractor is on a paved road and waiting to start straight, the steering wheel angle is less than or equal to a preset angle and the brake pedal is not pressed, based on the power system output torque data, vehicle speed data and road slope data.

[0183] The comparison module 40 is used to compare the total vehicle weight with the tractor's tare weight to obtain the judgment result of the trailer connection status.

[0184] Output module 50 is used to send the judgment result to the vehicle's EBS controller so that the EBS controller can adjust the braking force distribution according to the trailer connection status in the judgment result.

[0185] The trailer connection status determination device provided in this application, employing the trailer connection status determination method in the above embodiments, can solve the technical problem of how to achieve automatic identification of trailer connection status and dynamic optimization distribution of braking force. Compared with the prior art, the beneficial effects of the trailer connection status determination device provided in this application are the same as those of the trailer connection status determination method provided in the above embodiments, and other technical features in the trailer connection status determination device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0186] In one embodiment, the calculation module 30 is further configured to determine, based on vehicle speed data, the time period during which the target number of tractor vehicles meets the preset vehicle speed change conditions and the gearbox gear remains unchanged during straight-line acceleration.

[0187] For each time period, the vehicle's dynamic equations are established based on the power system output torque data, vehicle speed data, and road gradient data within that time period.

[0188] Analyze the dynamic equations to obtain the estimated vehicle mass for the corresponding time period;

[0189] The target vehicle mass is determined based on the estimated mass of each individual vehicle.

[0190] In one embodiment, the calculation module 30 is further configured to determine the driving force acting on the drive wheel based on the power system output torque data, transmission system parameters and tire parameters;

[0191] Based on road gradient data and estimated vehicle weight, determine the slope resistance experienced by the vehicle.

[0192] Based on vehicle speed data and estimated vehicle mass, determine the rolling resistance and acceleration resistance experienced by the vehicle.

[0193] The dynamic balance analysis of driving force, slope resistance, rolling resistance and acceleration resistance is carried out to establish the vehicle's dynamic equations.

[0194] In one embodiment, the calculation module 30 is further configured to determine the initial value of the vehicle mass by iterative calculation based on the dynamic balance model;

[0195] Based on the initial values, a convergence analysis is performed on the dynamic equilibrium model to obtain the model output results;

[0196] When the model output meets the preset convergence conditions, the current estimated value is used as the estimated quality of the whole vehicle for the time period.

[0197] In one embodiment, the comparison module 40 is further configured to obtain the tractor's tare weight and calculate the ratio of the vehicle's mass to the tractor's tare weight.

[0198] When the ratio is less than a first preset multiple, a judgment result indicating that the trailer is not connected is generated;

[0199] When the ratio is greater than or equal to the second preset multiple, a judgment result indicating that the trailer is connected is generated;

[0200] When the ratio is between the first preset multiple and the second preset multiple, a secondary verification process is triggered.

[0201] In one embodiment, the output module 50 is further configured to generate a judgment result data packet containing the trailer connection status based on the judgment result, wherein the data packet includes a trailer connection status identifier bit and a data check code;

[0202] Data packets are sent to the EBS controller in standard data frame format via the vehicle communication network;

[0203] Receive the braking force distribution response signal returned by the EBS controller, wherein the response signal contains the braking force distribution parameters generated by the EBS controller based on the trailer connection status;

[0204] Update the braking force distribution strategy database of the vehicle-side system based on the braking force distribution parameters.

[0205] In one embodiment, the output module 50 is further configured to continuously monitor the operating status of the tractor after completing a trailer connection status determination;

[0206] When the tractor is detected to meet the conditions for starting straight on the paved road again, the vehicle mass calculation process is triggered to generate a new mass estimate.

[0207] During train operation, when the trailer connection status judgment results corresponding to the mass estimation values ​​of a consecutive preset number of times are consistent, the current trailer connection status is locked.

[0208] In the event of communication interruption or data anomaly, the trailer connection status corresponding to the last valid judgment result is maintained, and a maintenance command is sent to the EBS controller through a caching mechanism.

[0209] This application provides a trailer connection status determination device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the trailer connection status determination method in the above embodiment 1.

[0210] The following is for reference. Figure 5 The diagram illustrates a structural schematic suitable for implementing a trailer connection status determination device according to embodiments of this application. The trailer connection status determination device in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and vehicle-mounted terminals (e.g., vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 5 The trailer connection status determination device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0211] like Figure 5As shown, the trailer connection status determination device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the trailer connection status determination device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the trailer connection status determination device to communicate wirelessly or wiredly with other devices to exchange data. Although trailer connection status determination devices with various systems are shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0212] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0213] The trailer connection status determination device provided in this application, employing the trailer connection status determination method in the above embodiments, can solve the technical problem of how to automatically identify the trailer connection status and dynamically optimize the distribution of braking force. Compared with the prior art, the beneficial effects of the trailer connection status determination device provided in this application are the same as those of the trailer connection status determination method provided in the above embodiments, and other technical features in the trailer connection status determination device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0214] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0215] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0216] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the trailer connection status determination method in the above embodiments.

[0217] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0218] The aforementioned computer-readable storage medium may be included in the trailer connection status determination device; or it may exist independently and not be assembled into the trailer connection status determination device.

[0219] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the trailer connection status determination device, the trailer connection status determination device: receives vehicle position, road slope, vehicle speed, steering wheel angle, brake pedal status, and power system output torque data; determines whether the tractor is in a paved road ready to start straight based on the vehicle position, road slope, and vehicle speed; when the tractor is in a paved road ready to start straight and the steering wheel angle is less than or equal to a preset angle and the brake pedal is not depressed, calculates the total mass of the train consisting of the tractor and trailer based on the power system output torque data, vehicle speed data, and road slope data; compares the total mass with the tractor's own weight to obtain the trailer connection status determination result; and sends the determination result to the vehicle's EBS controller so that the EBS controller adjusts the braking force distribution according to the trailer connection status in the determination result.

[0220] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0221] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0222] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not, in some cases, constitute a limitation on the unit itself.

[0223] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described trailer connection status determination method, thereby solving the technical problem of how to achieve automatic identification of trailer connection status and dynamic optimization allocation of braking force. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the trailer connection status determination method provided in the above embodiments, and will not be repeated here.

[0224] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the trailer connection status determination method described above.

[0225] The computer program product provided in this application can solve the technical problem of how to automatically identify the trailer connection status and dynamically optimize the distribution of braking force. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the trailer connection status determination method provided in the above embodiments, and will not be repeated here.

[0226] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for determining the connection status of a trailer, characterized in that, The method includes the following steps: Receives data on vehicle location, road gradient, vehicle speed, steering wheel angle, brake pedal status, and powertrain output torque; Based on the vehicle's location, road slope, and speed, determine whether the tractor is on a paved road and ready to start moving straight. When the tractor is on a paved road and ready to start straight, and the steering wheel angle is less than or equal to a preset angle and the brake pedal is not depressed, the total mass of the train consisting of the tractor and trailer is calculated based on the power system output torque data, vehicle speed data and road slope data. The overall vehicle mass is compared with the tractor's own weight to obtain the result of judging the trailer connection status; The judgment result is sent to the vehicle's EBS controller, so that the EBS controller can adjust the braking force distribution according to the trailer connection status in the judgment result.

2. The method as described in claim 1, characterized in that, The step of calculating the total mass of the train consisting of the tractor and trailer based on the output torque data, vehicle speed data, and road gradient data of the power system includes: Based on the vehicle speed data, determine the time period during which the target number of tractors meet the preset vehicle speed change conditions and the gearbox gear remains unchanged during the straight-line acceleration process; For each time period, the vehicle's dynamic equations are established based on the power system output torque data, vehicle speed data, and road gradient data within that time period. Analyzing the dynamic equations, the estimated vehicle mass corresponding to the time period is obtained; Based on the estimated mass of each vehicle, the target vehicle mass is determined.

3. The method as described in claim 2, characterized in that, The steps for establishing the vehicle's dynamic equations based on the powertrain output torque data, vehicle speed data, and road gradient data within the specified time period include: Based on the power system output torque data, transmission system parameters, and tire parameters, determine the driving force acting on the drive wheels; Based on the road slope data and the estimated vehicle mass, determine the slope resistance experienced by the vehicle; Based on the vehicle speed data and the estimated vehicle mass, determine the rolling resistance and acceleration resistance experienced by the vehicle. The driving force, the slope resistance, the rolling resistance, and the acceleration resistance are dynamically balanced to establish the vehicle's dynamic equations.

4. The method as described in claim 2, characterized in that, The step of analyzing the dynamic equations to obtain the estimated vehicle mass corresponding to the time period includes: Based on the dynamic balance model, the initial value of the vehicle mass is determined through iterative calculation. Based on the initial values, a convergence analysis is performed on the dynamic equilibrium model to obtain the model output results; When the model output meets the preset convergence condition, the current estimated value is used as the estimated quality of the whole vehicle for the time period.

5. The method as described in claim 1, characterized in that, The step of comparing the total vehicle mass with the tractor's tare weight to obtain the determination result of the trailer connection status includes: Obtain the tare weight of the tractor and calculate the ratio of the total vehicle mass to the tare weight of the tractor; When the ratio is less than a first preset multiple, a determination result indicating that the trailer is not connected is generated; When the ratio is greater than or equal to a second preset multiple, a determination result indicating that the trailer is connected is generated; When the ratio is between the first preset multiple and the second preset multiple, a secondary verification process is triggered.

6. The method as described in claim 1, characterized in that, The step of sending the judgment result to the vehicle's EBS controller, so that the EBS controller adjusts the braking force distribution according to the trailer connection status in the judgment result, includes: Based on the judgment result, a judgment result data packet containing the trailer connection status is generated, wherein the data packet includes a trailer connection status identifier and a data check code; The data packets are sent to the EBS controller via the vehicle communication network in a standard data frame format; Receive the braking force distribution response signal returned by the EBS controller, wherein the response signal includes braking force distribution parameters generated by the EBS controller based on the trailer connection status; Update the braking force distribution strategy database of the vehicle-side system based on the braking force distribution parameters.

7. The method as described in claim 1, characterized in that, The method further includes: After completing a trailer connection status assessment, the operating status of the tractor unit is continuously monitored. When the tractor is detected to meet the conditions for starting straight on the paved road again, the vehicle mass calculation process is triggered to generate a new mass estimate. During train operation, when the trailer connection status judgment results corresponding to the mass estimation values ​​of a consecutive preset number of times are consistent, the current trailer connection status is locked. In the event of communication interruption or data anomaly, the trailer connection status corresponding to the last valid judgment result is maintained, and a maintenance command is sent to the EBS controller through a caching mechanism.

8. A device for determining the connection status of a trailer, characterized in that, The device includes: The data acquisition module is used to receive data on vehicle position, road slope, vehicle speed, steering wheel angle, brake pedal status, and power system output torque. The judgment module is used to determine whether the tractor is in a state of waiting to start straight on the paved road based on the vehicle position, road slope and vehicle speed. The calculation module is used to calculate the total mass of the train consisting of the tractor and trailer based on the power system output torque data, vehicle speed data and road slope data when the tractor is in a state of starting straight on the paved road and the steering wheel angle is less than or equal to a preset angle and the brake pedal is not pressed. The comparison module is used to compare the total vehicle mass with the tractor's tare weight to obtain a judgment result on the trailer connection status; The output module is used to send the judgment result to the vehicle's EBS controller, so that the EBS controller can adjust the braking force distribution according to the trailer connection status in the judgment result.

9. A device for determining the connection status of a trailer, characterized in that, The device includes: a memory, a processor, and a trailer connection status determination program stored in the memory and executable on the processor, the trailer connection status determination program being configured to implement the steps of the trailer connection status determination method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a trailer connection status determination program, which, when executed by a processor, implements the steps of the trailer connection status determination method as described in any one of claims 1 to 7.

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