Trailer chassis control system
By constructing a linear trailer dynamics model and LQR optimization, the optimal gain is generated, which solves the model uncertainty and yaw moment mapping problem of the trailer chassis control system, and realizes the stable and controllable dynamic performance of the trailer under multiple working conditions and the direct implementation of braking execution.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-24
- Publication Date
- 2026-03-27
AI Technical Summary
Existing trailer chassis control systems suffer from problems such as dynamic model uncertainty, difficulty in setting optimal control parameters, and inability to accurately map yaw torque to wheel-end braking torque under multiple operating conditions. This leads to decreased control performance and the execution effect relies on secondary modulation of the vehicle's original ESC.
A linear trailer dynamics model was constructed, and the parameter vector was optimized using the LQR continuous-time performance index and genetic algorithm to generate the optimal gain. The relationship between yaw torque and wheel-end braking torque was calculated and coordinated with the original main control system.
It achieves stable and controllable dynamic performance of the trailer under multiple working conditions, improves the trailer's anti-rollover capability and snake-like suppression performance, and ensures that the control signal is directly applied to the braking actuator.
Smart Images
Figure CN121734420A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of trailer chassis control technology, and in particular to trailer chassis control systems. Background Technology
[0002] With the increasing size and load capacity of road transport equipment, the driving stability and active safety control technology of trailers and semi-trailers have gradually become an important research direction in the field of vehicle control. Traditional tractor-trailer combinations have inherent articulated structures, and their dynamic characteristics are more complex than those of single-vehicle models. Especially under conditions such as high-speed lane changes, emergency obstacle avoidance, low-adhesion road surfaces, and large-mass off-center loads, the system is prone to dangerous phenomena such as lateral instability, serpentine oscillations, and trailer folding. Therefore, with the deepening of vehicle dynamics theory and the improvement of computing power, linearized models, LQR (Linear Quadratic Regulator) control, and MPC (Model Predictive Control) methods have been gradually used to improve the active safety performance of trailers.
[0003] However, existing technologies generally suffer from the following shortcomings: First, existing controllers mostly employ simplified model parameters or static parameter tuning strategies, which cannot adaptively compensate for model deviations caused by changes in physical parameters such as trailer mass, tire lateral stiffness, and articulation geometry, resulting in a significant decrease in control performance under different operating conditions. Second, although traditional LQR control has a good foundation for stability analysis, the selection of its weight matrix usually relies on manual experience and lacks a quantitative optimization mechanism oriented towards the overall system performance, making it impossible to guarantee a globally optimal trade-off among multiple indicators such as lateral velocity, yaw rate, and articulation angle. Third, existing differential braking or yaw torque control technologies often only provide yaw torque input without a mathematical link that strictly maps the yaw torque to the braking torque of the left and right wheels, making it difficult for the control signal to be directly applied to the braking actuator. This results in the execution effect relying on the secondary modulation of the vehicle's original ESC, making it difficult to form an independent and controllable active control system for the trailer chassis. Summary of the Invention
[0004] In view of the aforementioned existing problems, the present invention is proposed.
[0005] Therefore, this invention provides a trailer chassis control system that solves the problems of uncertain dynamic models, difficulty in optimally setting control parameters, and inability to accurately map yaw torque to wheel-end braking torque in trailers under various working conditions.
[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: In a first aspect, the present invention provides a trailer chassis control system, comprising, The dynamics modeling module collects the physical parameters of the trailer system, defines state variables and control inputs, and constructs a linear trailer dynamics model. The parameter vector generation module constructs the LQR continuous-time performance index and parameterizes the weight matrix to generate the parameter vector to be optimized. The index construction module calculates the LQR gain based on the parameter vector to be optimized, and constructs the RMS performance index in combination with the dynamic model to define the fitness function; The genetic optimization module uses a fitness function and a genetic algorithm to optimize the parameter vector to be optimized, generate the optimal parameter vector, and calculate the optimal gain. The control output module constructs a real-time state, calculates the real-time yaw torque control quantity based on the optimal gain, calculates the relationship between the yaw torque and the wheel-end braking torque, and finally converts the real-time yaw torque control quantity into left and right braking torques, and coordinates its execution with the original main control system.
[0007] As a preferred embodiment of the trailer chassis control system of the present invention, the step of collecting the physical parameters of the trailer system and defining state variables and control inputs includes: Collect physical parameters of the tractor-trailer system, including the tractor mass. trailer weight Distance from the center of gravity of the tractor to the front axle Distance from the center of gravity of the tractor to the rear axle Distance from the center of gravity of the tractor to the articulation point Distance from trailer center of gravity to articulation point Distance from trailer center of gravity to axle Yaw inertia of the tractor Trailer yaw inertia Front wheel lateral stiffness Rear wheel lateral stiffness Trailer tire lateral stiffness and tire radius ; Based on the trailer stability requirements, the lateral speed yaw rate of the tractor Hinge angle and hinge angular velocity Defined as system state ; Let the front wheel steering angle be... The additional yaw moment generated by active trailer braking Defined as control input .
[0008] As a preferred embodiment of the trailer chassis control system of the present invention, the construction of the linear trailer dynamics model includes, At vehicle speed Under the condition of treating it as a constant and approximating a small angle, construct the tire slip angle; The standard linear equation is derived based on the tire slip angle and tire slip force model. The standard linear equations are rearranged into standard state-space form to obtain a linear trailer dynamics model.
[0009] As a preferred embodiment of the trailer chassis control system of the present invention, the step of constructing the LQR continuous-time performance index and parameterizing the weight matrix to generate the parameter vector to be optimized includes, Based on the requirements for suppressing lateral velocity, yaw rate, and hinge angle, the LQR continuous-time performance index is defined. ; The weight matrix in the time performance index is parameterized using a diagonal weight structure. The parameters to be optimized in the weight matrix are combined into a vector to obtain the parameter vector to be optimized. .
[0010] As a preferred embodiment of the trailer chassis control system of the present invention, the step of calculating the LQR gain based on the parameter vector to be optimized, constructing the RMS performance index in conjunction with the dynamic model, and defining the fitness function includes, Given the parameter vector to be optimized Under the given conditions, the matrix P is obtained by solving the continuous algebraic Riccati equation, and the feedback gain is calculated. ; Based on feedback gain Calculate the LQR control input; Substituting the LQR control input into the linear trailer dynamics model, under standard double lane change conditions, for a given... Simulation yields time series and Calculate the RMS performance index; Based on the RMS performance index and the RMS of the passive system, a fitness function is defined. .
[0011] In a preferred embodiment of the trailer chassis control system of the present invention, the step of using a fitness function to optimize the parameter vector to be optimized through a genetic algorithm, generating the optimal parameter vector, and calculating the optimal gain includes, Based on the parameter vector to be optimized An initial population is generated using a genetic algorithm, where each individual in the population represents a vector of parameters to be optimized. The fitness of each individual is calculated based on the fitness function. Iterative processes involving selection, crossover, and mutation are performed. When the fitness function value no longer changes significantly, the parameter vector corresponding to the individual with the smallest fitness function value is output as the optimal parameter. And calculate the optimal gain. .
[0012] As a preferred embodiment of the trailer chassis control system of the present invention, the construction of the real-time state and the calculation of the real-time yaw torque control quantity in combination with the optimal gain include, Real-time lateral velocity acquisition online yaw rate of the tractor Hinge angle and hinge angular velocity Construct real-time system state ; The controller uses the optimal gain in real time. Calculate real-time control law ; Physically limiting the real-time control law yields an executable real-time yaw torque control quantity. .
[0013] As a preferred embodiment of the trailer chassis control system of the present invention, the calculation of the relationship between yaw moment and wheel-end braking moment includes, Based on the trailer wheel track and tire radius, define the relationship between yaw moment and left and right braking moment.
[0014] As a preferred embodiment of the trailer chassis control system of the present invention, the step of converting the real-time yaw torque control quantity into left and right braking torque includes, Given the total braking force benchmark Find the difference between left and right movements; Based on the total braking force benchmark and the left and right differential, the final left and right braking torques are obtained; The final left and right braking torques are physically limited.
[0015] As a preferred embodiment of the trailer chassis control system of the present invention, the step of coordinating with the existing main control system includes: When the ABS detects that the wheels are about to lock up, the ABS will prioritize the anti-lock braking mode. When the vehicle is at risk of losing control, the ESC takes over completely; in other operating conditions, the left and right braking torques of this system are controlled.
[0016] The beneficial effects of this invention are as follows: by constructing a linearized trailer dynamics model, constructing LQR continuous-time performance indices, parameterizing weights, constructing fitness functions, optimizing parameter vectors using genetic algorithms, calculating real-time yaw torque and generating left and right braking torques, a complete vertical chain is formed from physical modeling, index construction, parameter optimization to real-time execution control. This solves the long-standing problems of trailer chassis control in terms of model accuracy, controller optimization and system coordination, enabling the trailer to maintain stable, controllable and efficient dynamic performance under conditions such as high-speed operation, lane change and obstacle avoidance, and multiple load changes. Attached Figure Description
[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0018] Figure 1 This is a structural diagram of the trailer chassis control system in Example 1.
[0019] Figure 2 This is an implementation diagram of the trailer chassis control system in Example 1. Detailed Implementation
[0020] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
[0021] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.
[0022] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.
[0023] Example 1, referring to Figure 1 and Figure 2 This is the first embodiment of the present invention, which provides a trailer chassis control system, including the following steps: S1, Dynamics Modeling Module: Collects physical parameters of the trailer system, defines state variables and control inputs, and constructs a linear trailer dynamics model; Specifically, the physical parameters of the tractor-trailer system are collected, including the tractor mass. trailer weight Distance from the center of gravity of the tractor to the front axle Distance from the center of gravity of the tractor to the rear axle Distance from the center of gravity of the tractor to the articulation point Distance from trailer center of gravity to articulation point Distance from trailer center of gravity to axle Yaw inertia of the tractor Trailer yaw inertia Front wheel lateral stiffness Rear wheel lateral stiffness Trailer tire lateral stiffness and tire radius ; Based on the trailer stability requirements, the lateral speed yaw rate of the tractor Hinge angle and hinge angular velocity Defined as system state , is represented as: ; Let the front wheel steering angle be... The additional yaw moment generated by active trailer braking Defined as control input .
[0024] Furthermore, at vehicle speed Under the condition of treating it as a constant and approximating with a small angle, the tire slip angle is constructed as follows: ; in, , and These represent the front wheel slip angle, rear wheel slip angle, and trailer tire slip angle, respectively. The standard linear equation, derived based on the tire slip angle and tire slip force model, is expressed as:
[0025] in, This represents the tire lateral force model. Indicates linear lateral force. and These represent tire lateral stiffness and tire slip angle, respectively. express Mass and moment of inertia matrix The damping matrix is represented by tire lateral stiffness and vehicle speed. Composed of geometric parameters in physical parameters, The time derivative of the state space. Represents the control input matrix. This represents the input matrix for the front wheel steering angle; The The mass and moment of inertia matrix is expressed as: ; Rearranging the standard linear equations into standard state-space form yields the linear trailer dynamics model, expressed as: ; ; in, , and This represents the standard state-space matrix.
[0026] By collecting physical quantities such as the mass, geometric parameters, tire lateral stiffness, and yaw inertia of the tractor-trailer system, and constructing a linearized trailer dynamics model based on these physical parameters, a unified mathematical description of the trailer chassis lateral dynamics, yaw response, and articulation angle variation is achieved. Its role is to provide a precise, differentiable, and structured state-space representation for subsequent controller design, enabling the control system to accurately capture the physical behavior of the trailer under complex working conditions. Ultimately, this achieves the beneficial effects of significantly reducing model uncertainty, improving controller designability and predictability, and overcoming the problem of quantification that is difficult to solve with traditional empirical models. It allows the control architecture to be built based on real vehicle parameters, thereby significantly enhancing the robustness of the control strategy to vehicle speed, load, and geometric changes.
[0027] S2, Parameter Vector Generation Module: Constructs LQR continuous-time performance index and parameterizes weight matrix to generate parameter vector to be optimized; Specifically, based on the requirements for suppressing lateral velocity, yaw rate, and hinge angle, the LQR continuous-time performance index is defined. , is represented as: ; in, Indicates the length of the time domain. Represents the state weight matrix. Indicates the input weight scalar. and These represent the state and yaw moment control quantity defined at time t, respectively; The weight matrix in the time performance index is parameterized using a diagonal weight structure, and is expressed as follows:
[0028] in, Indicates the lateral velocity weight. Indicates the weight of yaw rate. Indicates the weight of the hinge angular velocity. Indicates the hinge angle weight. This indicates the weight of the control input yaw moment; The parameters to be optimized in the weight matrix are combined into a vector to obtain the parameter vector to be optimized. .
[0029] By constructing a continuous-time performance index for LQR and parameterizing lateral velocity, yaw rate, articulation rate, and articulation angle as adjustable weights, and further combining them into an optimizable parameter vector, the mathematical formalization process of transforming controller design from "experience-based adjustment" to "quantifiable weight optimization" is realized. Its role is to enable the control performance index to be systematically scheduled and compromised as a whole, ultimately laying the optimization space foundation for subsequent global search by genetic algorithms and significantly improving the controller's adjustability and performance consistency. The unique value of this step lies in explicitly introducing control priority into the optimization framework through parameterized weights, so that controller design no longer depends on human experience but is transformed into an optimizable variable, greatly improving the system's ability to regulate complex behaviors.
[0030] S3, the index construction module, calculates the LQR gain based on the parameter vector to be optimized, and constructs the RMS performance index in combination with the dynamic model to define the fitness function; Specifically, given the parameter vector to be optimized Under the given conditions, the matrix P is obtained by solving the continuous algebraic Riccati equation, and the feedback gain is calculated. ; Based on feedback gain The LQR control input is calculated and expressed as: ; Substituting the LQR control input into the linear trailer dynamics model, under standard double lane change conditions, for a given... Simulation yields time series and The RMS performance index is calculated and expressed as follows: ; ; ; ; in,,, and These represent the lateral velocity RMS, yaw angle RMS, hinge angle RMS, and yaw moment RMS under the current controller conditions, respectively. Based on the RMS performance index and the RMS of the passive system, a fitness function is defined. , is represented as: ; in, and Represents the passive system RMS, used for normalization. Indicates the maximum permissible yaw moment RMS. The energy weights are used to control braking and are determined through cross-validation to avoid excessive braking.
[0031] By obtaining the LQR gain based on parameter vectors and combining it with dynamic model simulation to obtain RMS performance indices for lateral velocity, yaw rate, articulation angle, and yaw moment, a fitness function oriented towards global control quality is constructed. This enables quantitative measurement of controller performance under a unified evaluation system. Its role is to form a comprehensive evaluation framework that can truly reflect system stability, attitude control quality, and braking energy consumption. Ultimately, it achieves the beneficial effect of connecting the "control parameters - vehicle response - control energy" link and providing comparable scalar indices for global optimal search. The importance of this step lies in the fact that it does not merely perform simulations, but constructs a unified scale that can simultaneously reflect multi-dimensional dynamic performance and braking energy consumption, enabling the optimization process to capture the global dynamic behavior of the system, rather than local performance.
[0032] S4, Genetic Optimization Module: Uses a fitness function and a genetic algorithm to optimize the parameter vector to be optimized, generate the optimal parameter vector, and calculate the optimal gain. Specifically, based on the parameter vector to be optimized An initial population is generated using a genetic algorithm, where each individual in the population represents a vector of parameters to be optimized. The fitness of each individual is calculated based on the fitness function. Iterative processes involving selection, crossover, and mutation are performed. When the fitness function value no longer changes significantly, the parameter vector corresponding to the individual with the smallest fitness function value is output as the optimal parameter. And calculate the optimal gain. .
[0033] By using a genetic algorithm to perform selection, crossover, and mutation operations in the continuous space of parameter vectors, the fitness function is globally optimized to obtain the optimal parameter vector and optimal gain. This achieves global optimization of controller parameters, freeing it from the limitations of manual tuning and local search. Its function is to automatically find the controller structure that strikes the optimal balance between lateral stability, yaw suppression, articulation control, and braking energy consumption. Ultimately, it achieves the beneficial effect of maintaining control performance and enhancing the adaptive capability and stability of the control system under multiple operating conditions. The core innovation of this process lies in moving the controller design from the traditional "deterministic fixed-weight LQR" to "data-driven global optimization based on the real dynamic behavior of the vehicle," making the controller performance significantly better than the results of manual tuning under complex trailer operating conditions.
[0034] S5, control output module, constructs real-time state, calculates real-time yaw torque control quantity by combining optimal gain, calculates the relationship between yaw torque and wheel-end braking torque, and finally converts the real-time yaw torque control quantity into left and right braking torque, and coordinates with the original main control system for execution; Specifically, online acquisition of real-time lateral velocity yaw rate of the tractor Hinge angle and hinge angular velocity Construct real-time system state ; The controller uses the optimal gain in real time. Calculate real-time control law , is represented as: ; Physically limiting the real-time control law yields an executable real-time yaw torque control quantity. , is represented as: ; in, and These represent the lower and upper limits of the maximum permissible yaw moment, respectively.
[0035] Furthermore, based on the trailer wheel track and tire radius, the relationship between the yaw moment and the left and right braking moments is defined as follows: ; in, Indicates the distance between the trailer wheels. Indicates the tire radius. Indicates the left braking torque. This indicates the right braking torque.
[0036] Furthermore, given the known total braking force benchmark Below, the expressions for the left and right braking torques are:
[0037] in, Indicates left and right differential movement; Substituting the expressions for left and right braking torques into the relationship between yaw torque and left and right braking torques, the left and right differential is calculated as follows: ; Based on the total braking force reference and the left and right differential, the final left and right braking torques are obtained, expressed as: ; ; The final left and right braking torques are physically limited.
[0038] Furthermore, when the ABS detects that the wheels are about to lock up, the ABS will prioritize the implementation of anti-lock braking modulation; When the vehicle is at risk of losing control, the ESC takes over completely; in other operating conditions, the left and right braking torques of this system are controlled.
[0039] By constructing a real-time state vector and calculating the real-time yaw torque control quantity using optimal gain, and then generating left and right braking torques based on the strict mathematical relationship between yaw torque and wheel-end braking torque, and coordinating with the main control system such as ABS / ESC at the execution layer, the high-level control law is transformed into an actually applicable braking force input. Its role is to ensure that the yaw torque control strategy is truly implemented in the actuator and compatible with the vehicle's safety system. Ultimately, it achieves the beneficial effects of improving the trailer's anti-rollover capability, improving hunting suppression performance, and avoiding control conflicts. The outstanding value of this step is that it constructs a complete link from "state feedback control law" to "brake actuator achievable pressure", enabling yaw torque control to be truly implemented from the theoretical level, realizing a closed loop between academic models and engineering execution.
[0040] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.
Claims
1. A trailer chassis control system, characterized in that: include, The dynamics modeling module collects the physical parameters of the trailer system, defines state variables and control inputs, and constructs a linear trailer dynamics model. The parameter vector generation module constructs the LQR continuous-time performance index and parameterizes the weight matrix to generate the parameter vector to be optimized. The index construction module calculates the LQR gain based on the parameter vector to be optimized, and constructs the RMS performance index in combination with the dynamic model to define the fitness function; The genetic optimization module uses a fitness function and a genetic algorithm to optimize the parameter vector to be optimized, generate the optimal parameter vector, and calculate the optimal gain. The control output module constructs a real-time state, calculates the real-time yaw torque control quantity based on the optimal gain, calculates the relationship between the yaw torque and the wheel-end braking torque, and finally converts the real-time yaw torque control quantity into left and right braking torques, and coordinates its execution with the original main control system.
2. The trailer chassis control system as described in claim 1, characterized in that: The physical parameters of the acquired trailer system are defined, including state variables and control inputs. Collect physical parameters of the tractor-trailer system, including the tractor mass. trailer weight Distance from the center of gravity of the tractor to the front axle Distance from the center of gravity of the tractor to the rear axle Distance from the center of gravity of the tractor to the articulation point Distance from trailer center of gravity to articulation point Distance from trailer center of gravity to axle Yaw inertia of tractor Trailer yaw inertia Front wheel lateral stiffness Rear wheel lateral stiffness Trailer tire lateral stiffness and tire radius ; Based on the trailer stability requirements, the lateral speed yaw rate of the tractor Hinge angle and hinge angular velocity Defined as system state ; Let the front wheel steering angle be... The additional yaw moment generated by active trailer braking Defined as control input .
3. The trailer chassis control system as described in claim 2, characterized in that: The construction of the linear trailer dynamics model includes, speed Under the condition of treating it as a constant and approximating a small angle, construct the tire slip angle; The standard linear equation is derived based on the tire slip angle and tire slip force model. The standard linear equations are rearranged into standard state-space form to obtain a linear trailer dynamics model.
4. The trailer chassis control system as described in claim 3, characterized in that: The process of constructing the LQR continuous-time performance index and parameterizing the weight matrix to generate the parameter vector to be optimized includes: Based on the requirements for suppressing lateral velocity, yaw rate, and hinge angle, the LQR continuous-time performance index is defined. ; The weight matrix in the time performance index is parameterized using a diagonal weight structure. The parameters to be optimized in the weight matrix are combined into a vector to obtain the parameter vector to be optimized. .
5. The trailer chassis control system as described in claim 4, characterized in that: The process involves calculating the LQR gain based on the parameter vector to be optimized, constructing the RMS performance index using a dynamic model, and defining the fitness function, including: Given the parameter vector to be optimized Under the given conditions, the matrix P is obtained by solving the continuous algebraic Riccati equation, and the feedback gain is calculated. ; Based on feedback gain Calculate the LQR control input; Substituting the LQR control input into the linear trailer dynamics model, under standard double lane change conditions, for a given... Simulation yields time series and Calculate the RMS performance index; Based on the RMS performance index and the RMS of the passive system, a fitness function is defined. .
6. The trailer chassis control system as described in claim 5, characterized in that: The process of using a fitness function to optimize the parameter vector to be optimized via a genetic algorithm, generating the optimal parameter vector, and calculating the optimal gain includes: Based on the parameter vector to be optimized An initial population is generated using a genetic algorithm, where each individual in the population represents a vector of parameters to be optimized. The fitness of each individual is calculated based on the fitness function. Iterative processes involving selection, crossover, and mutation are performed. When the fitness function value no longer changes significantly, the parameter vector corresponding to the individual with the smallest fitness function value is output as the optimal parameter. And calculate the optimal gain. .
7. The trailer chassis control system as described in claim 6, characterized in that: The construction of the real-time state, combined with the calculation of the real-time yaw torque control quantity based on the optimal gain, includes: Real-time lateral velocity acquisition online yaw rate of the tractor Hinge angle and hinge angular velocity Construct real-time system state ; The controller uses the optimal gain in real time. Calculate real-time control law ; Physically limiting the real-time control law yields an executable real-time yaw torque control quantity. .
8. The trailer chassis control system as described in claim 7, characterized in that: The calculation of the relationship between yaw moment and wheel-end braking moment includes, Based on the trailer wheel track and tire radius, define the relationship between yaw moment and left and right braking moment.
9. The trailer chassis control system as described in claim 8, characterized in that: The real-time yaw torque control quantity is converted into left and right braking torque. include, Given the total braking force benchmark Find the difference between left and right movements; Based on the total braking force benchmark and the left and right differential, the final left and right braking torques are obtained; The final left and right braking torques are physically limited.
10. The trailer chassis control system as described in claim 9, characterized in that: The coordination with the existing main control system includes, When the ABS detects that the wheels are about to lock up, the ABS will prioritize the anti-lock braking mode. When the vehicle is at risk of losing control, the ESC takes over completely; in other operating conditions, the left and right braking torques of this system are controlled.