Vehicle control method, storage medium, and computer program product
By monitoring and evaluating the rim temperature characteristics of the tractor and the load vehicle at the rear, the problem of low stability and safety caused by uneven distribution of braking force was solved, and the braking safety and stability were improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- FAW JIEFANG AUTOMOTIVE CO
- Filing Date
- 2026-01-12
- Publication Date
- 2026-06-02
Smart Images
Figure CN122126239A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive safety technology and vehicle condition monitoring, and more specifically, to a vehicle control method, storage medium, and computer program product. Background Technology
[0002] With the increasing prevalence of trailer-swapping transportation, the braking coordination between the tractor and the load vehicle has become a key factor in ensuring logistics efficiency and driving safety. Due to different manufacturers, technological approaches, and a lack of corresponding regulations and testing methods, braking consistency issues frequently occur. These issues can range from minor problems like affecting braking distance and accelerating vehicle wear to serious problems like loss of control and severe accidents. While methods such as wheel slip testing, tire pressure sensor monitoring, and wheel speed monitoring can assess braking consistency, they are either too cumbersome and costly to be applicable to complex scenarios, or they fail to consider factors such as wear and changes in tire adhesion, resulting in incomplete and inaccurate assessments that ultimately reduce vehicle stability and safety during operation.
[0003] There is currently no effective solution to the above problems. Summary of the Invention
[0004] This invention provides a vehicle control method, storage medium, and computer program product to at least solve the technical problem of low vehicle stability and safety caused by uneven distribution of braking force between the tractor vehicle and the rear-end load vehicle during braking.
[0005] According to one aspect of the present invention, a vehicle control method is provided, comprising: acquiring a target rim temperature value set of a target vehicle, wherein the target vehicle includes a tractor vehicle and a rear-end load vehicle, the target rim temperature value set being obtained by preprocessing an initial rim temperature value set, the initial rim temperature values being obtained by data acquisition through a temperature sensor array in the target vehicle; determining a temperature feature quantity based on the target rim temperature value set, wherein the temperature feature quantity is used to represent the braking force distribution state of the target vehicle; comparing the temperature feature quantity with a preset temperature threshold to obtain a comparison result, wherein the comparison result is used to determine whether the braking force of the tractor vehicle and the braking force of the rear-end load vehicle are in a matching state; and generating a vehicle control operation based on the comparison result.
[0006] Optionally, before determining the temperature characteristic quantity based on the target rim temperature value set, the vehicle control method in this embodiment of the invention further includes: obtaining the brake pedal opening of the target vehicle; and determining the temperature characteristic quantity based on the target rim temperature value set in response to the brake pedal opening being greater than a preset opening threshold.
[0007] Optionally, the target rim temperature value set includes the rim temperature value set of the tractor vehicle and the rim temperature value set of the rear-end load vehicle. The temperature characteristic quantity includes the average temperature difference. Based on the target rim temperature value set, determining the temperature characteristic quantity includes: determining a first average temperature based on the rim temperature value set of the tractor vehicle, and determining a second average temperature based on the rim temperature value set of the rear-end load vehicle, wherein the first average temperature is used to represent the average rim temperature of the tractor vehicle, and the second average temperature is used to represent the average rim temperature of the rear-end load vehicle; using the first average temperature and the second average temperature, determining the average temperature difference, wherein the average temperature difference is used to represent the temperature difference between the first average temperature and the second average temperature.
[0008] Optionally, the temperature feature quantity also includes the target coaxial temperature difference. Determining the temperature feature quantity based on the target rim temperature value set further includes: determining a first coaxial temperature difference set based on the rim temperature value set of the traction vehicle, wherein the first coaxial temperature difference set represents the temperature difference between the left and right rims of each axle in the traction vehicle; determining a second coaxial temperature difference set based on the rim temperature value set of the rear-end load vehicle, wherein the second coaxial temperature difference set represents the temperature difference between the left and right rims of each axle in the rear-end load vehicle; and determining the target coaxial temperature difference based on the first and second coaxial temperature difference sets, wherein the target coaxial temperature difference is the maximum value in the first and second coaxial temperature difference sets.
[0009] Optionally, the temperature characteristic quantity also includes the standard deviation of the vehicle temperature. Based on the target rim temperature value set, determining the temperature characteristic quantity also includes: determining the total number of effective temperature values and the average temperature of the vehicle based on the target rim temperature value set; and determining the standard deviation of the vehicle temperature based on the total number of effective temperature values and the average temperature of the vehicle.
[0010] Optionally, the temperature characteristic quantities include the average temperature difference, the target coaxial temperature difference, and the vehicle temperature standard deviation. The preset temperature thresholds include a first preset threshold, a second preset threshold, and a third preset threshold. The temperature characteristic quantities and the preset temperature thresholds are compared to obtain the following comparison results: a first comparison is performed on the average temperature difference and the first preset threshold to obtain a first comparison result, wherein the first comparison result is used to determine the magnitude relationship between the average temperature difference and the first preset threshold; a second comparison is performed on the target coaxial temperature difference and the second preset threshold to obtain a second comparison result, wherein the second comparison result is used to determine the magnitude relationship between the target coaxial temperature difference and the second preset threshold; and a third comparison is performed on the vehicle temperature standard deviation and the third preset threshold to obtain a third comparison result, wherein the third comparison result is used to determine the magnitude relationship between the vehicle temperature standard deviation and the third preset threshold.
[0011] Optionally, based on the comparison results, generating vehicle control operations includes: responding to a determination based on a first comparison result that the average temperature difference is greater than a first preset threshold; and / or, responding to a determination based on a second comparison result that the target coaxial temperature difference is greater than a second preset threshold; and / or, responding to a determination based on a third comparison result that the vehicle temperature standard deviation is greater than a third preset threshold, generating a fault signal, wherein the fault signal is used to trigger a warning device in the target vehicle; and based on the fault signal, controlling the warning device to issue an audible and visual alarm to the driver.
[0012] Optionally, the vehicle control method in this embodiment of the invention further includes: acquiring a first vehicle speed and a second vehicle speed, wherein the first vehicle speed represents the initial vehicle speed of the target vehicle when it is in a braking state, and the second vehicle speed represents the final vehicle speed of the target vehicle when it completes the braking process; in response to the first vehicle speed being greater than a first vehicle speed threshold, and the difference between the first vehicle speed and the second vehicle speed being greater than the second vehicle speed threshold, correcting a preset temperature threshold based on a preset correction coefficient to obtain a corrected temperature threshold, wherein the preset correction coefficient is determined based on a vehicle speed proportional coefficient and a vehicle speed difference proportional coefficient, the vehicle speed proportional coefficient and the vehicle speed difference proportional coefficient being obtained by actual vehicle calibration of the target vehicle, and the corrected temperature threshold including a first correction threshold, a second correction threshold, and a third correction threshold; in response to determining that the average temperature difference is greater than the first correction threshold based on a first comparison result; and / or, in response to determining that the target coaxial temperature difference is greater than the second correction threshold based on a second comparison result; and / or, in response to determining that the standard deviation of the whole vehicle temperature is greater than the third correction threshold based on a third comparison result, adjusting the braking force of the traction vehicle and the rear load vehicle.
[0013] According to another aspect of the present invention, a vehicle control device is also provided, comprising: an acquisition module, configured to acquire a set of target rim temperature values of a target vehicle, wherein the target vehicle includes a tractor vehicle and a rear-end load vehicle, the set of target rim temperature values is obtained by preprocessing an initial set of rim temperature values, the initial rim temperature values being acquired by data collection from a temperature sensor array in the target vehicle; a determination module, configured to determine a temperature feature quantity based on the set of target rim temperature values, wherein the temperature feature quantity is used to represent the braking force distribution state of the target vehicle; a processing module, configured to compare the temperature feature quantity with a preset temperature threshold to obtain a comparison result, wherein the comparison result is used to determine whether the braking force of the tractor vehicle and the braking force of the rear-end load vehicle are in a matching state; and a generation module, configured to generate vehicle control operations based on the comparison result.
[0014] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the storage medium is located to execute the vehicle control method of the present invention.
[0015] According to another aspect of the present invention, a vehicle is also provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the vehicle control method of the present invention.
[0016] According to another aspect of the present invention, a computer program product is also provided, the computer program product including computer instructions that, when executed by a processor, implement the vehicle control method of the present invention.
[0017] In this embodiment of the invention, by acquiring the target rim temperature value set of the target vehicle, and determining the temperature characteristic quantity based on the target rim temperature value set, the temperature characteristic quantity is then compared with a preset temperature threshold to obtain the comparison result. Finally, based on the comparison result, vehicle control operation is generated, thereby achieving the purpose of real-time monitoring and evaluation of the consistency and balance of braking performance between the traction vehicle and the rear-end load vehicle. This achieves the technical effect of improving the braking safety and stability of the vehicle under complex working conditions, and solves the technical problem of low vehicle stability and safety caused by uneven distribution of braking force between the traction vehicle and the rear-end load vehicle during braking. Attached Figure Description
[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:
[0019] Figure 1 This is a flowchart of a vehicle control method according to one embodiment of the present invention;
[0020] Figure 2 This is a schematic diagram of a vehicle control system according to one embodiment of the present invention;
[0021] Figure 3 This is a schematic diagram of a vehicle control method according to one embodiment of the present invention;
[0022] Figure 4 This is a structural block diagram of a vehicle control method according to one embodiment of the present invention. Detailed Implementation
[0023] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.
[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.
[0025] With the increasing prevalence of trailer-swapping transportation, the braking coordination between the tractor and the load vehicle has become a key factor in ensuring logistics efficiency and driving safety. Due to different manufacturers, technological approaches, and a lack of corresponding regulations and testing methods, braking consistency issues frequently occur. These issues can range from minor problems like affecting braking distance and accelerating vehicle wear to serious problems like loss of control and severe accidents. While methods such as wheel slip testing, tire pressure sensor monitoring, and wheel speed monitoring can assess braking consistency, they are either too cumbersome and costly to be applicable to complex scenarios, or they fail to consider factors such as wear and changes in tire adhesion, resulting in incomplete and inaccurate assessments that ultimately reduce vehicle stability and safety during operation.
[0026] Specifically, the rollover test, based on Appendix E of GB12676, determines the compatibility of the main and trailer braking strength by detecting the axle load and braking force distribution during braking. However, this method is complex, expensive, and difficult to adapt to on-site testing requirements. Air pressure sensor monitoring, based on Appendix B of GB12676, monitors the timing and magnitude of air pressure build-up in the braking circuit. However, there is an indirect correlation between air pressure and actual braking force at the wheel ends, making it unable to directly reflect differences in braking performance caused by factors such as wear and changes in tire adhesion. Wheel speed monitoring indirectly determines the "push" or "pull" condition during braking by comparing the deceleration of each wheel of the tractor and the rear-end load vehicle. However, this method ignores the influence of tire diameter, tire pressure, and road conditions on the wheel speed measurement results, thus reducing the reliability of the judgment.
[0027] According to an embodiment of the present invention, a method embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.
[0028] This method embodiment can be executed in an electronic device or similar computing device that includes memory and a processor. Taking operation on a computer terminal as an example, the computer terminal may include one or more processors (processors may include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), digital signal processing (DSP) chips, microcontroller units (MCUs), field-programmable gate arrays (FPGAs), neural network processors (NPUs), tensor processors (TPUs), artificial intelligence (AI) type processors, etc.) and memory for storing data. Optionally, the computer terminal may also include transmission devices, input / output devices, and display devices for communication functions. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the computer terminal. For example, the computer terminal may include more or fewer components than described above, or have a different configuration than described above.
[0029] The memory can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle control method in this embodiment of the invention. The processor executes various functional applications and data processing by running the computer program stored in the memory, thereby implementing the aforementioned vehicle control method. The memory may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.
[0030] The transmission device is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the mobile terminal's communication provider. In one example, the transmission device includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device may be a Radio Frequency (RF) module, used for wireless communication with the Internet.
[0031] Display devices can be, for example, touchscreen liquid crystal displays (LCDs) and touch displays (also referred to as "touchscreens" or "touch displays"). The LCD allows users to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows users to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. Optional human-computer interaction functions include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, call interfaces, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.
[0032] Figure 1 This is a flowchart of a vehicle control method according to one embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:
[0033] Step S11: Obtain the target rim temperature value set of the target vehicle, wherein the target vehicle includes a tractor vehicle and a rear load vehicle. The target rim temperature value set is obtained by preprocessing the initial rim temperature value set. The initial rim temperature value is obtained by data acquisition from the temperature sensor array in the target vehicle.
[0034] The aforementioned tractor vehicle refers to the main vehicle responsible for towing the load vehicle at the rear. It is typically equipped with a dedicated traction device and power system to drive the entire vehicle train and apply braking force when necessary, ensuring driving safety and controllability. As a key component of the target vehicle, the tractor vehicle plays a crucial role in braking coordination and safety. Monitoring its wheel rim temperature is essential for assessing the consistency of braking force between the tractor vehicle and the load vehicle at the rear, helping to promptly identify and resolve potential imbalances in the braking system, thereby improving the safety and efficiency of the transportation process.
[0035] The aforementioned rear-end load vehicle refers to the vehicle located behind the tractor in towing operations, whose primary function is to carry cargo. Specifically, the rear-end load vehicle typically does not have an independent power system, but relies on the tractor's towing force for movement. During braking, the braking system of the rear-end load vehicle needs to be coordinated with that of the tractor to ensure smooth deceleration and stopping of the entire target vehicle. Monitoring the rim temperature of the rear-end load vehicle is also an important means of assessing the consistency of braking force matching between the tractor and the rear-end load vehicle, helping to reveal the distribution of braking efficiency, which is crucial for maintaining the overall safety and performance of the target vehicle.
[0036] The aforementioned target rim temperature value set refers to the set of effective rim temperature values for each wheel of the tractor and the rear-end load vehicle obtained after preprocessing the initial rim temperature value set. The preprocessing process typically includes, but is not limited to, data cleaning (such as removing outliers and invalid values), signal rationality assessment (ensuring that the temperature data matches the vehicle's condition), and temperature correction.
[0037] The aforementioned temperature sensor array refers to a collection of multiple temperature sensors installed on the rims of each wheel of the target vehicle. Specifically, the temperature sensor array can monitor and collect temperature data of each wheel in real time during driving and braking, forming an initial set of rim temperature values. Through the temperature sensor array, the rim temperature changes caused by frictional heat during braking can be accurately captured, thereby analyzing the braking force matching between the tractor vehicle and the downstream load vehicle.
[0038] For example, temperature sensors can be mounted on the rims of both the tractor and the load vehicle, with receivers positioned near the sensors. These receivers, along with the controller and warning device, are connected via wiring harnesses. Furthermore, the temperature sensors can be coded to map their locations, thus forming a temperature sensor array.
[0039] Step S12: Based on the set of target rim temperature values, determine the temperature characteristic quantity, where the temperature characteristic quantity is used to represent the braking force distribution state of the target vehicle.
[0040] The aforementioned temperature characteristics refer to key temperature indicators and statistical parameters used to reflect the distribution of braking force of the target vehicle.
[0041] The aforementioned braking force distribution of the target vehicle refers to the distribution of braking force on each wheel of the target vehicle during braking. An ideal braking force distribution should ensure that the target vehicle remains stable during braking, avoiding unsafe phenomena such as skidding, fishtailing, or excessive braking distance.
[0042] Step S13: Compare the temperature characteristic quantity with the preset temperature threshold to obtain the comparison result. The comparison result is used to determine whether the braking force of the traction vehicle and the braking force of the rear load vehicle are in a matching state.
[0043] Step S14: Based on the comparison results, generate vehicle control operations.
[0044] Figure 2 This is a schematic diagram of a vehicle control system according to one embodiment of the present invention, such as... Figure 2 As shown, the system includes 12 temperature sensors (sensor 1-sensor 12), an early warning device, a controller, and a receiver. Sensors 1-6 are located on the traction vehicle, and sensors 7-12 are located on the rear load vehicle. Sensors 1 and 2 are located on the left and right sides of axle 1, respectively, and the same applies to axles 3-12. These details will not be elaborated here.
[0045] Specifically, this system aims to monitor and evaluate the braking force distribution between the tractor and the load vehicle in real time during braking, ensuring safe vehicle operation. A temperature sensor array is installed on the wheel rims of both the tractor and the load vehicle to collect rim temperature data during braking. A receiver, positioned close to the sensors and connected via wiring harness, receives the radio frequency signals from the temperature sensor array and transmits the data to the controller. The controller receives and processes the temperature data from the receiver and determines whether the braking forces of the tractor and the load vehicle are matched. A warning device is connected to the controller; when a mismatch in braking force is detected, the controller generates a fault signal, triggering the warning device to issue an audible and visual alarm to the driver, alerting them to the status of the braking system.
[0046] Based on steps S11 to S14 above, by acquiring the target rim temperature value set of the target vehicle, and determining the temperature characteristic quantity based on the target rim temperature value set, the temperature characteristic quantity and the preset temperature threshold are compared to obtain the comparison result. Finally, based on the comparison result, vehicle control operation is generated, which achieves the purpose of real-time monitoring and evaluation of the consistency and balance of braking performance between the traction vehicle and the rear load vehicle. This achieves the technical effect of improving the braking safety and stability of the vehicle under complex working conditions, and solves the technical problem of low vehicle stability and safety caused by uneven distribution of braking force between the traction vehicle and the rear load vehicle during braking.
[0047] Optionally, before determining the temperature characteristic quantity based on the target rim temperature value set, the vehicle control method in this embodiment of the invention further includes:
[0048] Obtain the brake pedal opening of the target vehicle;
[0049] In response to the brake pedal opening being greater than a preset opening threshold, a temperature characteristic quantity is determined based on the target rim temperature value set.
[0050] The aforementioned brake pedal opening refers to the degree or position of pedal movement when the driver depresses the brake pedal, usually expressed as a percentage or a specific displacement value, reflecting the braking intensity requested by the driver. In a vehicle's braking system, the brake pedal opening signal is typically acquired by a brake pedal position sensor (BPPS) and converted into an electrical signal, which is then transmitted to the vehicle's electronic control unit (ECU) via the vehicle's communication network (such as the CAN bus).
[0051] The aforementioned preset opening threshold is used to determine when to start collecting and analyzing rim temperature data. Specifically, when the brake pedal opening is greater than the preset opening threshold, it indicates that the driver is performing an effective braking operation. At this time, temperature characteristic quantities can be determined based on the target rim temperature value set, and then the consistency of braking force matching between the tractor vehicle and the rear-end load vehicle can be judged based on the temperature characteristic quantities.
[0052] For example, the preset opening threshold can be set to 30%, meaning that when the brake pedal is depressed more than 30% of its full travel, rim temperature data is collected and analyzed. This eliminates the possibility of light braking or brake pedal pre-tension, ensuring that the data is acquired during effective braking. Furthermore, temperature characteristic quantities can be determined based on a target rim temperature value set.
[0053] Based on the above optional embodiments, the brake pedal opening of the target vehicle is obtained. Then, when the brake pedal opening is greater than a preset opening threshold, the temperature characteristic quantity is determined based on the target rim temperature value set. This can accurately capture rim temperature changes when the vehicle is effectively braking, eliminate invalid or slight braking interference, and ensure the accuracy and reliability of the braking force matching consistency judgment, thereby effectively improving driving safety and reducing the risk of vehicle loss of control caused by uneven braking force.
[0054] Optionally, the target rim temperature value set includes the rim temperature value set of the tractor vehicle and the rim temperature value set of the rear-end load vehicle. The temperature characteristic quantity includes the average temperature difference. In step S12, based on the target rim temperature value set, the temperature characteristic quantity is determined as follows:
[0055] Step S1211: Determine a first average temperature based on the set of rim temperature values of the tractor vehicle, and determine a second average temperature based on the set of rim temperature values of the rear load vehicle, wherein the first average temperature is used to represent the average rim temperature of the tractor vehicle, and the second average temperature is used to represent the average rim temperature of the rear load vehicle.
[0056] Step S1212: Determine the average temperature difference using the first average temperature and the second average temperature, wherein the average temperature difference is used to represent the temperature difference between the first average temperature and the second average temperature.
[0057] Specifically, when a vehicle performs braking, braking energy is converted into heat energy, causing the temperature of each wheel rim to rise. Ideally, if the braking force is evenly distributed between the tractor and the load vehicle, the average rim temperature between them should be the same or similar.
[0058] For example, with Figure 2 Taking the vehicle control system shown as an example, the first average temperature can be calculated using the following formula:
[0059]
[0060] in, Ti correspond Figure 2 Medium sensor i temperature.
[0061] The second average temperature can be calculated using the following formula:
[0062]
[0063] Furthermore, based on the first average temperature and the second average temperature, the average temperature difference can be calculated using the following formula:
[0064]
[0065] Based on steps S1211 to S1212 above, a first average temperature is determined based on the set of rim temperature values of the tractor vehicle, and a second average temperature is determined based on the set of rim temperature values of the rear-end load vehicle. Then, using the first and second average temperatures, the average temperature difference is determined. This allows for real-time monitoring and quantitative evaluation of the difference in braking force distribution between the tractor vehicle and the rear-end load vehicle during braking, providing the driver with direct and accurate feedback on braking force matching consistency. This avoids the risk of vehicle loss of control due to braking force imbalance, improving driving safety and the reliability of the braking system. Furthermore, the method described in this embodiment is not affected by tire specifications, air pressure, or other factors, making it more adaptable and suitable for complex and changing driving environments.
[0066] Optionally, the temperature characteristic quantity also includes the target coaxial temperature difference. In step S12, based on the target rim temperature value set, determining the temperature characteristic quantity further includes:
[0067] Step S1221: Based on the set of wheel rim temperature values of the traction vehicle, determine the first coaxial temperature difference set, wherein the first coaxial temperature difference set is used to represent the temperature difference value between the left wheel rim and the right wheel rim of each axle in the traction vehicle.
[0068] Step S1222: Based on the set of wheel rim temperature values of the rear load vehicle, determine the second coaxial temperature difference set, wherein the second coaxial temperature difference set is used to represent the temperature difference value between the left wheel rim and the right wheel rim of each axle in the rear load vehicle.
[0069] Step S1223: Based on the first coaxial temperature difference set and the second coaxial temperature difference set, determine the target coaxial temperature difference, wherein the target coaxial temperature difference is the maximum value in the first coaxial temperature difference set and the second coaxial temperature difference set.
[0070] Specifically, when a vehicle brakes, the braking force acts on the wheels, causing friction between the brake drum or disc and the brake pads, thus converting the vehicle's kinetic energy into heat. Part of this heat is absorbed by the braking system, while the rest is transferred to the wheel rims via heat conduction, causing the rim temperature to rise. If the braking force is evenly distributed on both sides of the same axle, then during braking, the braking force and frictional heat generated on both sides of the wheel should be roughly the same, and the temperature rise of the wheel rims on both sides of the axle should be the same or similar. Conversely, if the braking force is unevenly distributed, for example, if the braking force on one side of the wheel is much greater than on the other, the wheel with the greater braking force will generate more heat, resulting in a significantly higher rim temperature on that side than on the other, thus creating a temperature difference.
[0071] The aforementioned first coaxial temperature difference set refers to the temperature difference between the left and right rims of all axles (for a 6x4 tractor, this means axles one through three) when the tractor vehicle is braking. Each element in the first coaxial temperature difference set (i.e., each numerical value in the first coaxial temperature difference set) corresponds to the temperature difference between the two rims of a specific axle in the tractor vehicle.
[0072] For example, Figure 2 In the above, for axle 1, the temperature of its left rim is T1 and the temperature of its right rim is T2. Therefore, the first coaxial temperature difference of axle 1 is T1-T2. Furthermore, the above process can be repeated for all axles in the traction vehicle until a first coaxial temperature difference set containing the coaxial temperature differences of all axles is generated.
[0073] The definition and formation of the second coaxial temperature difference set are similar to those of the first coaxial temperature difference set, but it applies to the rear-end load vehicle. Specifically, the second coaxial temperature difference set consists of the temperature difference values of the two wheel rims on all axles of the rear-end load vehicle.
[0074] For example, Figure 2 In the example, for axle 4, the temperature of its left rim is T7 and the temperature of its right rim is T8. Therefore, the second coaxial temperature difference of axle 4 is T7-T8. Similarly, the temperature difference between the two sides of all axles of the rear-end loaded vehicle can be calculated to generate the second coaxial temperature difference set.
[0075] Specifically, based on the first coaxial temperature difference set and the second coaxial temperature difference set, the target coaxial temperature difference is determined, aiming to find the maximum rim temperature difference that may occur between the traction vehicle and the rear load vehicle during braking, thereby quickly locating the axle with the most serious mismatch in braking force.
[0076] For example, each temperature difference value in the first and second coaxial temperature difference sets can be iterated through, and the values can be compared to find the maximum value as the target coaxial temperature difference. Specifically, in the first coaxial temperature difference set, assuming the coaxial temperature differences of axis 1 to axis 3 are respectively... T11, T12, T13, in the second set of coaxial temperature differences, assume the coaxial temperature differences from axis 4 to axis 6 are respectively T21, T22, For T23, the maximum value among the above six values can be selected as the target coaxial temperature difference.
[0077] For example, the target coaxial temperature difference can be expressed as T = max [ T11, T12, T13, T21, T22, T23].
[0078] Based on the above steps S1221 to S1223, a first coaxial temperature difference set is determined based on the set of rim temperature values of the traction vehicle, and a second coaxial temperature difference set is determined based on the set of rim temperature values of the rear load vehicle. Then, based on the first and second coaxial temperature difference sets, a target coaxial temperature difference is determined. This can accurately identify the temperature difference between the two sides of the coaxial axis. At the same time, using the maximum value in the first and second coaxial temperature difference sets as the target coaxial temperature difference can improve the representativeness of the temperature data, thereby simplifying the judgment process.
[0079] Optionally, the temperature characteristic quantity also includes the standard deviation of the vehicle temperature. In step S12, based on the target rim temperature value set, determining the temperature characteristic quantity further includes:
[0080] Step S1231: Based on the target rim temperature value set, determine the total number of effective temperature values and the average temperature of the whole vehicle;
[0081] Step S1232: Determine the standard deviation of the vehicle temperature based on the total number of effective temperature values and the average temperature of the whole vehicle.
[0082] The total number of valid temperature values mentioned above refers to the number of valid temperature values provided by all monitored rim temperature sensors during the current braking cycle, which have been confirmed as valid after signal validity assessment.
[0083] For example, such as Figure 2 The average temperature of the vehicle, as shown in the vehicle control system diagram, can be calculated using the following formula:
[0084]
[0085] For example, the above-mentioned vehicle temperature standard deviation σ The following formula can be used for calculation:
[0086] σ=
[0087] in, Tb For sensors b The collected temperature values, N This represents the total number of effective temperature values.
[0088] Based on the above steps S1231 to S1232, the total number of effective temperature values and the average temperature of the whole vehicle are determined based on the set of target wheel rim temperature values. Then, based on the total number of effective temperature values and the average temperature of the whole vehicle, the standard deviation of the whole vehicle temperature is determined. This can quantify the degree of dispersion between the temperatures of each wheel rim, which helps to detect abnormal temperature rise caused by uneven distribution of braking force in a timely manner and avoid potential safety risks.
[0089] Optionally, the temperature characteristic quantities include the average temperature difference, the target coaxial temperature difference, and the standard deviation of the vehicle temperature; the preset temperature thresholds include a first preset threshold, a second preset threshold, and a third preset threshold. In step S13, the temperature characteristic quantities and the preset temperature thresholds are compared to obtain the following comparison results:
[0090] Step S131: Perform a first comparison process on the average temperature difference and the first preset threshold to obtain a first comparison result, wherein the first comparison result is used to determine the relationship between the average temperature difference and the first preset threshold.
[0091] Step S132: Perform a second comparison process on the target coaxial temperature difference and the second preset threshold to obtain a second comparison result, wherein the second comparison result is used to determine the relationship between the target coaxial temperature difference and the second preset threshold.
[0092] Step S133: Perform a third comparison process on the standard deviation of the vehicle temperature and the third preset threshold to obtain a third comparison result, wherein the third comparison result is used to determine the relationship between the standard deviation of the vehicle temperature and the third preset threshold.
[0093] Specifically, by monitoring and comparing wheel rim temperature changes during vehicle braking in real time, abnormal temperatures caused by uneven braking force distribution can be accurately detected, quickly identifying braking force matching problems between the tractor and the trailing load vehicle, such as excessive braking force from the tractor or insufficient braking force from the trailer. Simultaneously, by monitoring the standard deviation of the vehicle's temperature, the overall effectiveness of the braking system can be comprehensively assessed, promptly detecting uneven braking performance that may be caused by factors such as wear and differences in tire adhesion. This effectively improves vehicle driving safety and avoids the risk of traffic accidents due to mismatched braking forces.
[0094] For example, the first preset threshold can be represented as T11, when If the threshold is greater than T11, it is determined that there is a mismatch in braking force between the tractor vehicle and the rear-end load vehicle. The second preset threshold can be represented as T12, when... T If the threshold value is greater than T12, then the axle is determined to have an imbalance in braking force. The third preset threshold can be represented as T13, when... σ If the value is greater than T13, it is determined that the braking system of the target vehicle has an overall unevenness.
[0095] Based on the above steps S131 to S132, through multi-level comparison and threshold judgment, potential problems in the vehicle braking system can be detected in a timely and accurate manner, thereby improving driving safety and the service life of the braking system.
[0096] Optionally, in step S14, based on the comparison results, generating vehicle control operations includes:
[0097] The response determines, based on the first comparison result, that the average temperature difference is greater than a first preset threshold; and / or,
[0098] The response determines, based on the second comparison result, that the target coaxial temperature difference is greater than a second preset threshold; and / or,
[0099] The response determines that the standard deviation of the vehicle temperature is greater than a third preset threshold based on the third comparison result, and generates a fault signal, which is used to trigger the warning device in the target vehicle.
[0100] Based on the fault signal, the control warning device issues an audible and visual alarm to the driver.
[0101] The aforementioned warning device refers to a warning system integrated into the vehicle's electronic system, designed to communicate abnormal vehicle system conditions to the driver in real time. Specifically, warning devices typically include both visual and auditory warning mechanisms to ensure that the driver can promptly notice the warning information under various driving conditions.
[0102] For example, a visual warning mechanism can use warning lights on the dashboard or graphic and text information on the vehicle information display screen. Specifically, the warning lights or information can be immediately illuminated or displayed when the controller detects a mismatch in braking force, attracting the driver's attention with eye-catching colors and icons, while providing a specific description of the fault, such as "mismatch in braking force between the tractor and the rear-end load vehicle" or "imbalance in braking force between axles".
[0103] Auditory warning mechanisms can emit warning sounds through the vehicle's built-in speakers or audio system. Specifically, the warning sound can be set to a high pitch and repeat continuously until the driver acknowledges and addresses the alarm. Auditory warnings are designed to alert the driver to a problem with the vehicle even when their vision is distracted.
[0104] For example, when >T11 and / or T >T12 and / or σ When the time reaches T13, the controller generates a fault signal. This fault signal triggers the warning device in the target vehicle, issuing an emergency audible and visual alarm to the driver. This design allows the driver to be aware of potential problems with the vehicle's braking system immediately, enabling timely action to avoid potential safety risks. Furthermore, this method allows the driver to perform necessary checks or maintenance to ensure consistent braking force matching between the towing vehicle and the downstream load vehicle, thereby improving the overall driving safety of the target vehicle.
[0105] Based on the above optional embodiments, when >T11 and / or T >T12 and / or σ When the time exceeds T13, a fault signal is generated. Based on this signal, the warning device is activated to issue an audible and visual alarm to the driver. This timely alerts the driver to abnormal braking force matching, preventing vehicle instability caused by uneven braking force, reducing traffic accidents, and improving driving safety. Furthermore, it encourages drivers to prioritize vehicle maintenance, helping to promptly identify and resolve potential braking system problems and extend vehicle lifespan.
[0106] Optionally, the vehicle control method in this embodiment of the invention further includes:
[0107] Obtain a first vehicle speed and a second vehicle speed, wherein the first vehicle speed is used to represent the initial vehicle speed of the target vehicle when it is in a braking state, and the second vehicle speed is used to represent the final vehicle speed of the target vehicle when it completes the braking process.
[0108] In response to a first vehicle speed being greater than a first vehicle speed threshold, and the difference between the first vehicle speed and the second vehicle speed being greater than the second vehicle speed threshold, a preset temperature threshold is corrected based on a preset correction coefficient to obtain a corrected temperature threshold. The preset correction coefficient is determined based on a vehicle speed ratio coefficient and a vehicle speed difference ratio coefficient, which are obtained by performing real-vehicle calibration on the target vehicle. The corrected temperature threshold includes a first correction threshold, a second correction threshold, and a third correction threshold.
[0109] The response determines, based on the first comparison result, that the average temperature difference is greater than a first correction threshold; and / or,
[0110] The response determines, based on the second comparison result, that the target coaxial temperature difference is greater than a second correction threshold; and / or,
[0111] The response determines that the standard deviation of the vehicle temperature is greater than the third correction threshold based on the third comparison result, and adjusts the braking force of the tractor and the rear-end load vehicle accordingly.
[0112] The aforementioned first vehicle speed refers to the vehicle speed recorded at the moment the braking begins, that is, the instantaneous speed of the vehicle before receiving the braking command.
[0113] The aforementioned second vehicle speed refers to the speed at which the target vehicle completes braking, i.e., when the vehicle stops or reaches a predetermined safe low-speed driving state, reflecting the vehicle's state at the end of braking. Specifically, the difference between the first and second vehicle speeds can measure the amount of deceleration during braking, indirectly assessing the degree of braking effectiveness. The larger the difference, the greater the speed reduction of the vehicle during braking, and theoretically, the greater the heat generated under braking force.
[0114] For example, the aforementioned preset correction coefficient s The following formula can be used for calculation:
[0115]
[0116] in, This is the speed proportionality coefficient. The first speed, This is the speed difference ratio coefficient. This is the difference between the first vehicle speed and the second vehicle speed.
[0117] Specifically, during vehicle braking, the controller first identifies a first vehicle speed and a second vehicle speed. When the first vehicle speed exceeds a preset first vehicle speed threshold, and the difference between the first and second vehicle speeds also exceeds the second vehicle speed threshold, it indicates that the vehicle has undergone an effective high-speed braking process, requiring precise judgment of the braking force matching consistency of the braking system. At this time, the controller will correct the preset temperature threshold based on the vehicle speed proportional coefficient and vehicle speed difference proportional coefficient obtained through previous real-vehicle calibration, generating a first correction threshold T21, a second correction threshold T22, and a third correction threshold T23. Further, when >T21 and / or T >T22 and / or σ >T23 indicates a preliminary assessment that the target vehicle's braking force is mismatched. Measures need to be taken to adjust the braking force of the tractor and the load vehicle at the rear to achieve a better braking force balance, thereby ensuring driving safety and reducing the potential risk of braking imbalance.
[0118] Figure 3 This is a schematic diagram of a vehicle control method according to one embodiment of the present invention, such as... Figure 3 As shown, during vehicle braking, unreasonable temperature signals need to be filtered out. When the brake pedal opening exceeds a preset threshold, the average temperature difference, target coaxial temperature difference, and vehicle temperature standard deviation are calculated. A preset correction coefficient is then set, and based on this data, it is determined whether the warning conditions are met. If the warning conditions are met, a warning status is sent and snapshot information is recorded. Conversely, if the warning conditions are not met, it is necessary to re-evaluate whether the brake pedal opening exceeds the preset threshold.
[0119] For example, during vehicle braking, it is necessary to filter the wheel rim temperature signal to exclude factors such as system malfunction, sensor abnormality, or temperature rise caused by non-braking processes. This can be achieved by setting upper and lower thresholds for the temperature signal, filtering out any temperature data that exceeds a reasonable range to ensure the validity and reliability of the temperature data.
[0120] Based on the above optional embodiments, the method based on rim temperature and dynamic correction threshold can not only monitor temperature changes during braking in real time, but also fine-tune the judgment criteria according to the actual driving conditions of the vehicle, thereby improving the accuracy and reliability of the judgment of braking force matching consistency, and thus improving vehicle driving safety.
[0121] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.
[0122] This invention also provides a vehicle control device for implementing the above embodiments and preferred embodiments, which will not be repeated hereafter. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.
[0123] Figure 4 This is a structural block diagram of a vehicle control device according to one embodiment of the present invention, such as... Figure 4 As shown, the device includes:
[0124] The acquisition module 401 is used to acquire a set of target rim temperature values of the target vehicle, wherein the target vehicle includes a tractor vehicle and a rear-end load vehicle. The set of target rim temperature values is obtained by preprocessing an initial set of rim temperature values, and the initial rim temperature values are obtained by data acquisition from a temperature sensor array in the target vehicle.
[0125] The determination module 402 is used to determine temperature characteristic quantities based on the set of target rim temperature values, wherein the temperature characteristic quantities are used to represent the braking force distribution state of the target vehicle.
[0126] The processing module 403 is used to compare the temperature characteristic quantity with the preset temperature threshold to obtain the comparison result. The comparison result is used to determine whether the braking force of the traction vehicle and the braking force of the rear load vehicle are in a matching state.
[0127] The generation module 404 is used to generate vehicle control operations based on the comparison results.
[0128] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.
[0129] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the storage medium is located to execute the vehicle control method of the present invention.
[0130] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:
[0131] Step S11: Obtain the target rim temperature value set of the target vehicle, wherein the target vehicle includes a tractor vehicle and a rear load vehicle. The target rim temperature value set is obtained by preprocessing the initial rim temperature value set. The initial rim temperature value is obtained by data acquisition from the temperature sensor array in the target vehicle.
[0132] Step S12: Based on the set of target rim temperature values, determine the temperature characteristic quantity, where the temperature characteristic quantity is used to represent the braking force distribution state of the target vehicle.
[0133] Step S13: Compare the temperature characteristic quantity with the preset temperature threshold to obtain the comparison result. The comparison result is used to determine whether the braking force of the traction vehicle and the braking force of the rear load vehicle are in a matching state.
[0134] Step S14: Based on the comparison results, generate vehicle control operations.
[0135] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.
[0136] According to another aspect of the present invention, a vehicle is also provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the vehicle control method of the present invention.
[0137] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:
[0138] Step S11: Obtain the target rim temperature value set of the target vehicle, wherein the target vehicle includes a tractor vehicle and a rear load vehicle. The target rim temperature value set is obtained by preprocessing the initial rim temperature value set. The initial rim temperature value is obtained by data acquisition from the temperature sensor array in the target vehicle.
[0139] Step S12: Based on the set of target rim temperature values, determine the temperature characteristic quantity, where the temperature characteristic quantity is used to represent the braking force distribution state of the target vehicle.
[0140] Step S13: Compare the temperature characteristic quantity with the preset temperature threshold to obtain the comparison result. The comparison result is used to determine whether the braking force of the traction vehicle and the braking force of the rear load vehicle are in a matching state.
[0141] Step S14: Based on the comparison results, generate vehicle control operations.
[0142] According to another aspect of the present invention, a computer program product is also provided, the computer program product including computer instructions that, when executed by a processor, implement the vehicle control method of the present invention.
[0143] Optionally, in this embodiment, the above-mentioned computer program product can be configured as a computer program that performs the following steps:
[0144] Step S11: Obtain the target rim temperature value set of the target vehicle, wherein the target vehicle includes a tractor vehicle and a rear load vehicle. The target rim temperature value set is obtained by preprocessing the initial rim temperature value set. The initial rim temperature value is obtained by data acquisition from the temperature sensor array in the target vehicle.
[0145] Step S12: Based on the set of target rim temperature values, determine the temperature characteristic quantity, where the temperature characteristic quantity is used to represent the braking force distribution state of the target vehicle.
[0146] Step S13: Compare the temperature characteristic quantity with the preset temperature threshold to obtain the comparison result. The comparison result is used to determine whether the braking force of the traction vehicle and the braking force of the rear load vehicle are in a matching state.
[0147] Step S14: Based on the comparison results, generate vehicle control operations.
[0148] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.
[0149] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.
[0150] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.
[0151] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0152] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.
[0153] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.
[0154] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.
Claims
1. A vehicle control method, characterized in that, include: A set of target rim temperature values for a target vehicle is obtained, wherein the target vehicle includes a tractor vehicle and a rear-end load vehicle. The set of target rim temperature values is obtained by preprocessing an initial set of rim temperature values, which are obtained by data acquisition from a temperature sensor array in the target vehicle. Based on the set of target rim temperature values, a temperature characteristic quantity is determined, wherein the temperature characteristic quantity is used to represent the braking force distribution state of the target vehicle; The temperature characteristic quantity and the preset temperature threshold are compared to obtain a comparison result, wherein the comparison result is used to determine whether the braking force of the traction vehicle and the braking force of the rear load vehicle are in a matching state. Based on the comparison results, vehicle control operations are generated.
2. The vehicle control method according to claim 1, characterized in that, Before determining the temperature characteristic quantity based on the target rim temperature value set, the method further includes: Obtain the brake pedal opening of the target vehicle; In response to the brake pedal opening being greater than a preset opening threshold, the temperature characteristic quantity is determined based on the target rim temperature value set.
3. The vehicle control method according to claim 1, characterized in that, The target rim temperature value set includes the rim temperature value set of the tractor vehicle and the rim temperature value set of the rear-end load vehicle. The temperature characteristic quantity includes the average temperature difference. Determining the temperature characteristic quantity based on the target rim temperature value set includes: A first average temperature is determined based on the set of rim temperature values of the tractor vehicle, and a second average temperature is determined based on the set of rim temperature values of the rear load vehicle, wherein the first average temperature is used to represent the average rim temperature of the tractor vehicle, and the second average temperature is used to represent the average rim temperature of the rear load vehicle. The average temperature difference is determined using the first average temperature and the second average temperature, wherein the average temperature difference is used to represent the temperature difference between the first average temperature and the second average temperature.
4. The vehicle control method according to claim 3, characterized in that, The temperature characteristic quantity also includes the target coaxial temperature difference, and the determination of the temperature characteristic quantity based on the target rim temperature value set further includes: Based on the set of wheel rim temperature values of the traction vehicle, a first coaxial temperature difference set is determined, wherein the first coaxial temperature difference set is used to represent the temperature difference value between the left and right wheel rims of each axle in the traction vehicle. Based on the set of rim temperature values of the rear-end load vehicle, a second coaxial temperature difference set is determined, wherein the second coaxial temperature difference set is used to represent the temperature difference between the left and right rims of each axle in the rear-end load vehicle. Based on the first set of coaxial temperature differences and the second set of coaxial temperature differences, the target coaxial temperature difference is determined, wherein the target coaxial temperature difference is the maximum value in the first set of coaxial temperature differences and the second set of coaxial temperature differences.
5. The vehicle control method according to claim 1, characterized in that, The temperature characteristic quantity also includes the standard deviation of the whole vehicle temperature, and the determination of the temperature characteristic quantity based on the target rim temperature value set further includes: Based on the target rim temperature value set, determine the total number of effective temperature values and the average temperature of the entire vehicle; The standard deviation of the vehicle temperature is determined based on the total number of effective temperature values and the average temperature of the whole vehicle.
6. The vehicle control method according to claim 1, characterized in that, The temperature characteristic quantities include the average temperature difference, the target coaxial temperature difference, and the standard deviation of the vehicle temperature. The preset temperature thresholds include a first preset threshold, a second preset threshold, and a third preset threshold. The comparison processing of the temperature characteristic quantities and the preset temperature thresholds to obtain the comparison results includes: The average temperature difference and the first preset threshold are subjected to a first comparison process to obtain a first comparison result, wherein the first comparison result is used to determine the magnitude relationship between the average temperature difference and the first preset threshold. A second comparison process is performed on the target coaxial temperature difference and the second preset threshold to obtain a second comparison result, wherein the second comparison result is used to determine the magnitude relationship between the target coaxial temperature difference and the second preset threshold; A third comparison process is performed on the standard deviation of the vehicle temperature and the third preset threshold to obtain a third comparison result, wherein the third comparison result is used to determine the magnitude relationship between the standard deviation of the vehicle temperature and the third preset threshold.
7. The vehicle control method according to claim 6, characterized in that, The process of generating vehicle control operations based on the comparison results includes: The response determines, based on the first comparison result, that the average temperature difference is greater than the first preset threshold; and / or, The response determines, based on the second comparison result, that the target coaxial temperature difference is greater than the second preset threshold; and / or, The response determines that the standard deviation of the vehicle temperature is greater than the third preset threshold based on the third comparison result, and generates a fault signal, wherein the fault signal is used to trigger the warning device in the target vehicle; Based on the fault signal, the warning device is controlled to issue an audible and visual alarm to the driver.
8. The vehicle control method according to claim 7, characterized in that, The method further includes: A first vehicle speed and a second vehicle speed are obtained, wherein the first vehicle speed is used to represent the initial vehicle speed of the target vehicle when it is in a braking state, and the second vehicle speed is used to represent the final vehicle speed of the target vehicle when it completes the braking process. In response to the first vehicle speed being greater than a first vehicle speed threshold, and the difference between the first vehicle speed and the second vehicle speed being greater than a second vehicle speed threshold, the preset temperature threshold is corrected based on a preset correction coefficient to obtain a corrected temperature threshold. The preset correction coefficient is determined based on a vehicle speed ratio coefficient and a vehicle speed difference ratio coefficient, which are obtained by performing real-vehicle calibration on the target vehicle. The corrected temperature threshold includes a first correction threshold, a second correction threshold, and a third correction threshold. The response determines, based on the first comparison result, that the average temperature difference is greater than the first correction threshold; and / or, The response determines, based on the second comparison result, that the target coaxial temperature difference is greater than the second correction threshold; and / or, The response determines that the standard deviation of the vehicle temperature is greater than the third correction threshold based on the third comparison result, and adjusts the braking force of the tractor vehicle and the rear-end load vehicle accordingly.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the vehicle control method according to any one of claims 1 to 8.
10. A computer program product, characterized in that, The computer program product includes computer instructions that, when executed by a processor, implement the vehicle control method as described in any one of claims 1 to 8.