Vehicle wheel end control method, apparatus, and vehicle

Abstract

The application discloses a kind of vehicle wheel end control method, device and vehicle, belong to vehicle control technical field, the method includes: by central controller to wheel end controller sends first control instruction;By wheel end controller based on first control instruction control processing is carried out, and corresponding control feedback data is returned;By central controller, control feedback data is carried out checking processing, and the control feedback data of checking failure is determined as abnormal feedback data, according to abnormal feedback data diagnosis processing is carried out, and abnormal diagnosis data is obtained, and wheel end controller is sent with the second control instruction associated with abnormal diagnosis data;By wheel end controller based on second control instruction control processing is carried out.The application discards the traditional brake shutdown logic, so that vehicle can maintain basic driving ability or braking ability when wheel end control is abnormal, so as to effectively improve the accuracy of vehicle wheel end control.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle wheel-end control method, device and vehicle. Background Technology

[0002] Wheel-end control is a drive-by-wire chassis technology that uses electronic controllers and actuators distributed around the wheels to independently regulate the driving and braking of the wheels in a closed loop. To ensure vehicle safety, this technology typically monitors the wheel-end control process in real time. If an anomaly is detected, such as a sudden change in wheel speed signal, a communication frame verification error, or an excessive motor drive current, the braking stop logic is immediately triggered to decelerate the vehicle until it stops. However, regardless of whether the anomaly in the wheel-end control process is a recoverable transient disturbance or an actual hardware failure, this technology invariably activates the braking stop logic. This can lead to unnecessary full braking during driving due to non-critical transient anomalies such as occasional packet loss caused by electromagnetic interference or brief noise spikes from the wheel speed sensor, thus interrupting the normal driving rhythm. Moreover, in scenarios requiring continuous and stable braking, such as long downhill slopes or high-speed following, the braking stop logic severely disrupts the continuity of vehicle braking, easily causing rear-end collisions. Therefore, the control precision of the wheel-end control in this technology needs improvement. Summary of the Invention

[0003] The main objective of this application is to provide a vehicle wheel-end control method, device, and vehicle, which aims to effectively improve the control accuracy of vehicle wheel ends.

[0004] To achieve the above objectives, one aspect of this application proposes a vehicle wheel-end control method, which is applied to a central controller and includes: A first control command is sent to the wheel-end controller, so that the wheel-end controller performs control processing based on the first control command and returns corresponding control feedback data; The control feedback data is verified, and control feedback data that fails verification is identified as abnormal feedback data. Based on the abnormal feedback data, diagnostic processing is performed to obtain abnormal diagnostic data; A second control command associated with the abnormal diagnostic data is sent to the wheel-end controller so that the wheel-end controller performs control processing based on the second control command.

[0005] To achieve the above objectives, another aspect of this application proposes a vehicle wheel-end control method, which is applied to a wheel-end controller and includes: Receive the first control command sent by the central controller; Based on the first control instruction, control processing is performed, and corresponding control feedback data is returned to the central controller, so that the central controller can perform verification processing on the control feedback data, determine the control feedback data that fails verification as abnormal feedback data, perform diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data, and return a second control instruction associated with the abnormal diagnostic data. Control processing is performed based on the second control command.

[0006] To achieve the above objectives, another aspect of this application proposes a vehicle wheel-end control method, which is applied to a central controller and a wheel-end controller, and the method includes: The central controller sends the first control command to the wheel-end controller. The wheel-end controller performs control processing based on the first control command and returns corresponding control feedback data; The central controller verifies the control feedback data, identifies control feedback data that fails verification as abnormal feedback data, performs diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data, and sends a second control command associated with the abnormal diagnostic data to the wheel end controller. The wheel-end controller performs control processing based on the second control command.

[0007] To achieve the above objectives, another aspect of this application provides a vehicle wheel-end control device, the device comprising: The acquisition module is used to send a first control command to the wheel end controller, so that the wheel end controller performs control processing based on the first control command and returns corresponding control feedback data; The first processing module is used to perform verification processing on the control feedback data and determine the control feedback data that fails the verification as abnormal feedback data. The second processing module is used to perform diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data. The third processing module is used to send a second control command associated with the abnormal diagnostic data to the wheel end controller, so that the wheel end controller performs control processing based on the second control command.

[0008] To achieve the above objectives, another aspect of this application provides a vehicle, the vehicle comprising: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the above-described vehicle wheel-end control method.

[0009] According to an embodiment of this application, a vehicle wheel-end control method, device, and vehicle are provided. A central controller sends a first control command to a wheel-end controller. The wheel-end controller performs control processing based on the first control command and returns corresponding control feedback data. The central controller verifies the control feedback data, identifies failed verification data as abnormal feedback data, performs diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data, and sends a second control command associated with the abnormal diagnostic data to the wheel-end controller. The wheel-end controller performs control processing based on the second control command. According to the technical solution of this application embodiment, during wheel-end control, the data fed back in real time by the wheel-end controller is verified, and diagnostic analysis is performed on the failed verification data to obtain diagnostic information such as the cause and level of the abnormality, thereby generating a matching and targeted control command. This method abandons the traditional braking and stopping logic, enabling the vehicle to maintain basic driving or braking capabilities even when wheel-end control is abnormal, thus effectively improving the accuracy of vehicle wheel-end control.

[0010] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0011] Figure 1 This is a diagram illustrating the implementation environment of a vehicle wheel-end control method provided in this application; Figure 2 This is a flowchart of a vehicle wheel-end control method provided in this application; Figure 3 This is another flowchart of a vehicle wheel-end control method provided in this application; Figure 4 This is a structural diagram of a vehicle wheel-end control device provided in this application; Figure 5 This is an example image of a vehicle provided in this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0013] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0014] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0015] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0016] Vehicle wheel-end control is a drive-by-wire chassis technology that uses electronic controllers and actuators (such as hub motors, electromechanical brake calipers, and wheel speed sensors) distributed around the wheels to achieve independent closed-loop regulation of the driving and braking of the wheels. Its core function is to quickly and accurately distribute the torque of each wheel according to the overall vehicle motion state and the driver's braking or driving intentions, thereby improving the vehicle's handling stability, safety, and intelligence level.

[0017] During the vehicle wheel-end control process, the central controller collects vehicle sensor signals from sources such as wheel speed sensors, pedal displacement sensors, and inertial measurement units in real time. Based on these signals, it generates control commands for each wheel-end controller and sends them to each wheel-end controller. This enables the wheel-end controller to control the wheel-end actuators according to the corresponding control commands, and the wheel-end actuators generate corresponding driving or braking forces, thereby achieving wheel braking or driving control.

[0018] In related technologies, to ensure vehicle safety, the wheel-end control process is usually monitored in real time. Once an abnormality is detected in the wheel-end control process, such as a wheel speed signal jump, a communication frame verification error, or an over-limit motor drive current, the braking and stopping logic is immediately triggered to control the vehicle to decelerate until the vehicle stops.

[0019] However, regardless of whether the anomaly in the wheel-end control process is a recoverable transient disturbance or an actual hardware failure, the relevant technologies invariably activate the braking shutdown logic. This can lead to unnecessary full braking during vehicle operation due to non-critical transient anomalies such as occasional packet loss caused by electromagnetic interference or brief noise spikes from wheel speed sensors, thus interrupting the normal driving rhythm. Moreover, in scenarios requiring continuous and stable braking, such as long downhill slopes or high-speed following, the braking shutdown logic severely disrupts the continuity of vehicle braking, easily causing rear-end collisions. Therefore, it is evident that the control precision of the relevant technologies at the vehicle's wheels needs improvement.

[0020] In response to this, embodiments of this application provide a vehicle wheel-end control method, device, and vehicle, which abandons the traditional braking and stopping logic, enabling the vehicle to maintain basic driving or braking capabilities even when wheel-end control is abnormal, thereby effectively improving the accuracy of vehicle wheel-end control.

[0021] The specific implementation methods of the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0022] First, the implementation environment of the embodiments of this application is introduced. (Refer to...) Figure 1 In this embodiment, the vehicle is equipped with a central controller and wheel-end controllers for each wheel. Each wheel-end controller is connected to a corresponding wheel-end actuator, which drives or brakes the wheel. The central controller communicates with each wheel-end controller via multiple communication links, thereby avoiding control interruption due to a single communication link failure and ensuring normal wheel-end control. The implementation of the communication links can be flexibly configured according to actual conditions; for example, it can be a Controller Area Network (CAN) or a vehicle Ethernet, but is not limited to these. Optionally, the central controller and the wheel-end controllers communicate using encrypted communication.

[0023] The implementation steps of a vehicle wheel-end control method provided in this application embodiment will then be described in detail below, in conjunction with the above description of the implementation environment.

[0024] This application provides a vehicle wheel-end control method that can be applied to a terminal, a server, or software running on either a terminal or a server. The terminal can be a tablet, laptop, desktop computer, etc., but is not limited to these. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. Furthermore, the server can be a node server in a blockchain network, but is not limited to these. Blockchain is a new application model of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanisms, and encryption algorithms.

[0025] Reference Figure 2 and Figure 3 This application provides a vehicle wheel-end control method, which can be applied to, for example... Figure 1 The central controller shown may include the following steps S101-S104.

[0026] S101, send a first control command to the wheel end controller so that the wheel end controller performs control processing based on the first control command and returns the corresponding control feedback data.

[0027] In this step, the central controller employs a dual triggering mode based on timed triggering and trigger-based triggering in wheel-end control to ensure the continuity and accuracy of wheel-end control. Timed triggering refers to periodically setting a configurable period (e.g., 10-100ms) and triggering wheel-end control accordingly. Trigger-based triggering refers to triggering wheel-end control upon detecting signals such as braking command signals, drive command signals, or sudden changes in wheel-end state (e.g., speed or temperature fluctuations exceeding ±5% / 100ms).

[0028] After triggering wheel-end control, the central controller generates corresponding first control commands based on vehicle data such as vehicle speed, brake pedal displacement, accelerator pedal displacement, rear wheel steering angle, and front wheel steering angle, and sends them to the wheel-end controllers of each wheel. The first control command may carry identity information and command permission level. The command permission level indicates the importance of the first control command in wheel-end control. The identity information may include, but is not limited to, a wheel-end identification identifier and a command verification key. The wheel-end identification identifier may be a unique 8-bit code for the wheel-end controller, and the command verification key may be a randomly generated 16-bit string, but is not limited to these.

[0029] For each wheel: The wheel-end controller receives the first control command issued by the central controller and controls the wheel-end actuator accordingly, thereby realizing vehicle wheel-end control. During the control process of the wheel-end actuator, the wheel-end controller sends corresponding control feedback data to the central controller in real time, such as the sensing values ​​of each wheel-end sensor, so that the central controller can monitor whether there are any abnormalities in the wheel-end control process.

[0030] S102, perform verification processing on the control feedback data, and determine the control feedback data that fails the verification as abnormal feedback data.

[0031] In this step, the central controller acquires control feedback data from the wheel-end controllers of each wheel and verifies it to monitor whether the wheel-end control process of each wheel is abnormal. If the control feedback data of a wheel-end controller fails to be verified, it indicates that the wheel-end control process of that wheel is abnormal. At this time, the central controller identifies the failed control feedback data as abnormal feedback data so that it can be used for diagnostic analysis and targeted control in subsequent processing. If the control feedback data of a wheel-end controller is verified successfully, it indicates that the wheel-end control process of that wheel is normal. At this time, the central controller returns to execute step S101 above to cyclically monitor and control the wheels with normal wheel-end control.

[0032] S103, perform diagnostic processing based on abnormal feedback data to obtain abnormal diagnostic data.

[0033] In this step, for wheels with abnormal wheel-end control, the central controller performs diagnostic analysis on the abnormal feedback data to analyze the cause of the abnormality, the severity of the abnormality, etc., so as to obtain abnormal diagnostic data, so as to carry out targeted control in subsequent processing.

[0034] S104, send a second control command associated with the abnormal diagnostic data to the wheel end controller so that the wheel end controller can perform control processing based on the second control command.

[0035] In this step, after diagnostic analysis, the central controller generates a targeted second control command based on the abnormal diagnostic data and sends it to the wheel-end controller of the wheel with the abnormal wheel-end control. The wheel-end controller receives the second control command from the central controller and controls the wheel-end actuator accordingly, thereby achieving vehicle wheel-end control.

[0036] Therefore, this embodiment of the application verifies the data fed back in real time by the wheel-end controller during the wheel-end control process, and performs diagnostic analysis on the data that fails the verification to obtain diagnostic information such as the cause and level of the anomaly, and then generates matching and targeted control commands. This method abandons the traditional braking and stopping logic, enabling the vehicle to maintain basic driving or braking capabilities even when wheel-end control is abnormal, thereby effectively improving the accuracy of vehicle wheel-end control.

[0037] In some embodiments, step S101 above, which involves control processing based on the first control command, may include: The first control command is verified. Control processing is performed based on the first control command that has been successfully verified.

[0038] In this embodiment, for each wheel, when the wheel-end controller receives a first control command sent by the central controller, the wheel-end controller verifies the first control command to check its validity and legality, and to prevent illegal or useless wheel-end control commands from interfering with wheel-end control. If the first control command verification is successful, it indicates that the first control command is legal and valid. At this time, the wheel-end controller performs control processing on the wheel-end actuator based on the first control command, thereby realizing vehicle wheel-end control. If the first control command verification fails, it indicates that the first control command is illegal and / or invalid. At this time, the wheel-end controller returns a command error notification to the central controller to inform the central controller that the command it issued is abnormal. The central controller will regenerate the first control command and reissue it. Thus, through verification processing, the validity and legality of wheel-end control can be ensured, thereby effectively improving the accuracy of vehicle wheel-end control.

[0039] In some embodiments, the above-described verification process for the first control command may include: If the first control instruction meets the first verification condition, then the first control instruction is determined to have been successfully verified; otherwise, the first control instruction is determined to have failed to be verified. The first verification condition includes at least one of the following: The identity information carried by the first control command is consistent with the preset expected identity information; The encoding format of the first control command is consistent with the preset expected encoding format; The data length of the first control command is consistent with the preset expected data length; The permission level carried by the first control command is consistent with the preset expected permission level. The verification value of the first control command is consistent with the preset expected verification value; The deviation between the first control commands of each communication link is less than or equal to a preset first deviation threshold.

[0040] In this embodiment, for each wheel, when the wheel-end controller receives the first control command sent by the central controller, the wheel-end controller performs multi-dimensional verification on the first control command to detect its validity and legality, and to avoid interference from illegal or useless wheel-end control commands. The verification process is divided into the following six dimensions: (1) Identity Verification: Extract the identity information carried by the first control command and compare it with the preset expected identity information. If they match, the identity verification is considered successful; otherwise, the identity verification is considered unsuccessful. In some examples, the identity information may include, but is not limited to, the wheel-end identity identifier and the command verification key. When the wheel-end identity identifier matches the expected identity identifier and the command verification key matches the expected verification key, the identity verification is considered successful; otherwise, the identity verification is considered unsuccessful.

[0041] (2) Encoding verification: Determine the encoding format of the first control instruction, such as 8-bit instruction type + 16-bit parameter value + 8-bit check code, and compare it with the preset expected encoding format. If the two are consistent, the encoding verification is successful; otherwise, the encoding verification fails.

[0042] (3) Length verification: Determine the data length of the first control instruction, for example, 32 bits, and compare it with the preset expected data length. If the two are consistent, the length verification is successful; otherwise, the length verification fails.

[0043] (4) Permission verification: Extract the permission level of the instruction carried by the first control instruction, such as the permission level of 1 for normal braking condition and the permission level of 2 for emergency braking condition, and compare it with the preset expected permission level. If the two are consistent, the permission verification is determined to be successful; otherwise, the permission verification is determined to be unsuccessful.

[0044] (5) Integrity verification: The verification algorithm such as CRC-32 cyclic redundancy check algorithm is used to calculate the verification value of the first control command and compare the verification value with the preset expected verification value. If the two are consistent, the integrity verification is determined to be successful; otherwise, the integrity verification is determined to be unsuccessful and there is a transmission error.

[0045] (6) Multi-link reception verification: For the first control command transmitted by each communication link, the deviation between each pair of the first control command in the multiple communication links is calculated as the first link deviation. When each first link deviation is less than or equal to the corresponding first deviation threshold, the multi-link reception verification is determined to be successful; otherwise, the multi-link reception verification is determined to be unsuccessful. Each first link deviation has a corresponding first deviation threshold, which can be flexibly set according to the actual situation. For example, the first deviation threshold for the first link deviation of CAN link and Ethernet link is 0.01%, but it is not limited to this.

[0046] The wheel-end controller determines that the first control command verification is successful only if all of the above verifications are successful; if any of the above verifications fail, the wheel-end controller determines that the first control command verification has failed, and generates a corresponding exception code according to the verification failure situation, such as 001 for identity verification failure, 002 for encoding verification failure, etc. The exception code is embedded in the command exception notification and transmitted to the central controller to inform the central controller that the command it issued is abnormal. The central controller will regenerate the first control command and reissue it.

[0047] Therefore, this embodiment can effectively identify and filter illegal, erroneous, or tampered wheel-end control commands by performing six verifications on the first control command, including identity, encoding, length, authorization, integrity, and link reception. This reduces the risk of wheel-end control failure caused by unauthorized operation, abnormal format, or transmission errors, thereby ensuring the security and reliability of wheel-end control commands and improving the robustness and safety of vehicle wheel-end control.

[0048] In some embodiments, the verification processing of the control feedback data in step S102 above may include: If the control feedback data meets the second verification condition, then the control feedback data is determined to be normal; otherwise, the control feedback data is determined to be abnormal. The second verification condition includes at least one of the following: The control feedback data is within a preset numerical range; The trend of the control feedback data is normal; The deviations between each sensor data in the control feedback data are all less than or equal to the preset second deviation threshold; The deviation between the current control feedback data of the wheel-end controller and the control feedback data of other wheel-end controllers is less than or equal to the preset third deviation threshold. The deviation between the control feedback data of each communication link is less than or equal to the preset fourth deviation threshold.

[0049] In this embodiment, the central controller acquires control feedback data from the wheel-end controllers of each wheel and performs multi-dimensional verification to monitor whether the wheel-end control process of each wheel is abnormal. For each wheel-end controller, the central controller's verification process is divided into the following five dimensions: (1) Threshold verification: Check whether each sensor value in the control feedback data of the wheel end controller is within the corresponding numerical range. If each sensor value is within the corresponding numerical range, the threshold verification is considered successful; otherwise, the threshold verification is considered unsuccessful, and the sensor values ​​that are not within the numerical range are marked as abnormal sensor values. The numerical range corresponding to each sensor value can be flexibly set according to the actual situation, and this embodiment does not make specific limitations on it.

[0050] (2) Trend verification: Detect the changing trend of each sensor value in the control feedback data of the wheel end controller. If the changing trend of each sensor value conforms to the changing trend law, it is determined that the changing trend of the control feedback data is normal and the trend verification is successful. Otherwise, it is determined that the changing trend of the control feedback data is abnormal and the trend verification fails. Sensor values ​​that do not conform to the changing trend law are marked as abnormal sensor values.

[0051] In some examples, for each sensor value in the control feedback data of the wheel-end controller, the following steps are taken: Sensor values ​​within a preset time period are acquired and a corresponding feature sequence is constructed. This feature sequence is then predicted using a recurrent neural network, such as a Long Short-Term Memory (LSTM) neural network, to obtain sensor values ​​for future time periods. The average of these future sensor values ​​is used as the future sensor mean feature, reflecting the trend of sensor value changes in the future. Simultaneously, the average of the sensor values ​​within the preset time period is calculated as the current sensor mean feature, reflecting the trend of sensor value changes in the current period. If both the future and current sensor mean features are within their corresponding numerical ranges, the trend of sensor value changes is determined to conform to a trend law; otherwise, the trend does not conform to a trend law. The numerical range corresponding to the sensor mean feature can be flexibly set according to actual conditions, and this embodiment does not impose specific limitations on it.

[0052] (3) Cross-verification of the same wheel end: For the control feedback data of the wheel end controller, the deviation between each pair of sensor values ​​is calculated as the sensing deviation. If each sensing deviation is less than or equal to the corresponding second deviation threshold, the cross-verification of the same wheel end is considered successful; otherwise, the cross-verification of the same wheel end is considered to have failed, and the two sensor values ​​with sensing deviations greater than the corresponding second deviation threshold are identified as abnormal sensing values. Each sensing deviation has a corresponding second deviation threshold, which can be flexibly set according to the actual situation. For example, the second deviation threshold for the sensing deviation between the clamping force sensing value and the motor current sensing value can be 5%, but it is not limited to this.

[0053] In some examples, one sensor value is defined as the first sensor value and the other as the second sensor value. The current and future average sensor features corresponding to the first and second sensor values ​​are calculated using the trend verification method described above. The absolute value of the difference between the future average sensor features corresponding to the first and second sensor values ​​is determined as the first deviation, thereby capturing the differences between different sensor values ​​in the future. At the same time, the absolute value of the difference between the current average sensor features corresponding to the first and second sensor values ​​is determined as the second deviation, thereby capturing the differences between different sensor values ​​in the current period. Then, the first and second deviations are weighted and summed to obtain the sensing deviation between the first and second sensor values. This approach determines the differences between sensor values ​​from both the current and future perspectives, effectively improving the measurement accuracy of sensing deviation.

[0054] (4) Cross-verification of different wheel ends: The deviation between the control feedback data of the wheel end controller and the control feedback data of other wheel end controllers is calculated as the wheel end deviation. If the wheel end deviation between the wheel end controller and all other wheel end controllers is less than or equal to the corresponding third deviation threshold, the cross-verification of different wheel ends is considered successful; otherwise, the cross-verification of different wheel ends is considered to have failed, and the wheel end controller is identified as an abnormal controller. Each wheel end deviation has a corresponding third deviation threshold, which can be flexibly set according to the actual situation. For example, the third deviation threshold for the wheel end deviation between the left front wheel end controller and the right front wheel end controller is 3%, but it is not limited to this.

[0055] In some examples, one wheel-end controller is defined as the first controller and the other as the second controller. For each type of sensing value, the absolute value of the difference between the sensing value of the first controller and the sensing value of the second controller in the current type is calculated as the wheel-end deviation of the first controller and the second controller in the current type. For example, the difference between the left front wheel speed sensing values ​​of the two wheel-end controllers is calculated as the wheel-end deviation of the two controllers for the left front wheel speed type, thereby capturing the sensing differences of different wheel-end controllers in the same type. Based on this, the average of the wheel-end deviations of the first controller and the second controller in all types is further calculated as the wheel-end deviation between the first controller and the second controller. By comparing the same type of sensing values ​​between wheel-end controllers, the feedback difference between wheel-end controllers can be determined, which can effectively improve the measurement accuracy of wheel-end deviation.

[0056] (5) Multi-link reception verification: For the control feedback data transmitted by each communication link in the wheel-end controller, the deviation between each pair of control feedback data in the multiple communication links is calculated as the second link deviation. When each second link deviation is less than or equal to the corresponding fourth deviation threshold, the multi-link reception verification is considered successful; otherwise, the multi-link reception verification is considered to have failed, and the two communication links with second link deviations greater than the corresponding fourth deviation threshold are marked as abnormal communication links. Each second link deviation has a corresponding fourth deviation threshold, which can be flexibly set according to the actual situation. For example, the fourth deviation threshold for the second link deviation of CAN link and Ethernet link is 0.01%, but it is not limited to this.

[0057] In some examples, the sensor values ​​in the control feedback data of each communication link are integrated into a sensor feature sequence. One communication link is defined as the first link, and the other is defined as the second link. The Pearson similarity coefficient, Euclidean distance, and cosine similarity between the sensor feature sequences of the first link and the second link are calculated. The calculated Pearson similarity coefficient, Euclidean distance, and cosine similarity are weighted and summed to obtain the second link deviation between the first link and the second link. Thus, the feedback difference between communication links can be determined through different similarity measurement mechanisms, which can effectively improve the measurement accuracy of the second link deviation.

[0058] The central controller determines that the wheel-end controller has passed the verification and its wheel-end control is normal only if all the above verifications are successful. In this case, the central controller will return to execute step S101 to perform the next round of wheel-end control on the wheel-end controller. If any of the above verifications fail, the central controller determines that the wheel-end controller has failed the verification and its wheel-end control is abnormal. In this case, the central controller will perform diagnosis and targeted control processing, that is, jump to execute the subsequent steps S103-S104.

[0059] Therefore, this implementation method, through threshold, trend, difference of sensing at the same wheel end, difference of sensing at different wheel ends, and five-fold verification of link reception, can not only identify whether a single sensing value exceeds the limit or the trend is unstable, but also detect logical contradictions between different sensing values ​​within the same wheel end, inconsistencies between sensing values ​​at different wheel ends, and feedback deviations in multi-link transmission. This allows for comprehensive and accurate detection of abnormal phenomena in wheel end control feedback data, effectively improving the anomaly detection accuracy of wheel end control.

[0060] In some implementations, the aforementioned abnormal diagnostic data may include an abnormality level and an abnormality cause; in step S103, the abnormal diagnostic data obtained by performing diagnostic processing based on the abnormal feedback data may include: Anomaly levels are determined by performing level identification processing on the anomaly feedback data. The abnormal feedback data is traced to determine the cause of the abnormality.

[0061] It should be noted that the anomaly level refers to the severity of the anomaly in the control feedback data; the anomaly cause refers to the specific reason for the anomaly in the control feedback data.

[0062] In this embodiment, the central controller acquires anomaly feedback data and, in conjunction with other data such as the verification results of the first control command (e.g., items that failed verification), the verification results of control feedback data (e.g., items that failed verification, anomaly markers), and transmission status data of all communication links (e.g., packet loss rate, latency), identifies the core anomaly type. In some examples, anomaly types can be categorized into four types: identity verification failure, command format error, feedback data anomaly, and verification timeout, but this is not the only possibility. In other examples, this identification process can employ a machine learning model. This model learns the mapping relationship between data such as anomaly feedback data, the verification results of the first control command, the verification results of control feedback data, and transmission status data of all communication links, and specific anomaly types. This model can be flexibly configured according to actual conditions; for example, it could be a support vector machine, logistic regression, etc., but this is not the only possibility. Based on this, the central controller further determines the specific anomaly level, which can be divided into: 1) Minor anomaly level, which indicates a temporary failure of a single verification or a small data deviation, which does not affect braking; 2) Moderate anomaly level, which indicates a single controller failure or a single communication link interruption, which affects braking but does not lead to braking failure; 3) Severe anomaly level, which indicates failure of bidirectional verification (i.e., verification of the first control command and verification of control feedback data), multiple consecutive unidirectional verifications (e.g., 3 times), or interruption of all communication links, which will lead to braking failure.

[0063] Simultaneously, the central controller traces the specific causes of anomalies based on data such as the verification results of the first control command (e.g., items that failed verification) and the verification results of control feedback data (e.g., items that failed verification and anomaly markers). These causes include abnormal controllers, abnormal sensor values, and abnormal communication links. In some examples, the storage time for anomaly levels and causes can be flexibly set according to actual conditions; for example, the storage time can be greater than or equal to 30 days, but it is not limited to this. This allows for precise capture of the severity and specific causes of wheel-end control anomalies, achieving high-precision diagnostic positioning and providing a data foundation for subsequent targeted control.

[0064] In some implementations, step S104 above, sending a second control command associated with the abnormal diagnostic data to the wheel-end controller, may include: Based on the abnormal diagnostic data, a second control command is sent to the wheel-end controller.

[0065] In this embodiment, a hierarchical fault-tolerant control mechanism is introduced, as follows: (1) For minor anomalies, the central controller employs a retry control mechanism. Specifically, at this level, the anomaly is usually caused by a temporary failure of a single verification or a small data deviation, which can be recovered through multiple retry controls. In this regard, the central controller performs multiple retry controls. In each retry control, the central controller sends a second control command to the wheel-end controller. The wheel-end controller performs control processing based on the second control command and feeds back the corresponding control feedback data to the central controller, which is defined as retry feedback data. The central controller performs verification processing on the retry feedback data to detect whether the retry feedback data is abnormal. The verification method for the retry feedback data is the same as the aforementioned verification method for the control feedback data, and will not be repeated here. If the retry feedback data (especially the abnormal sensor value) of each retry control is normal, the central controller determines that the wheel-end control of the wheel-end controller has returned to normal. At this time, the central controller returns to execute the above step S101 to realize cyclic monitoring and wheel-end control. If the retry feedback data of at least one retry control is abnormal, the central controller determines that the wheel-end control of the wheel-end controller is still abnormal. Moreover, the abnormality is not caused by a single temporary failure of verification or a small data deviation. It is very likely that the abnormality is caused by a failure of the wheel-end controller or the communication link. At this time, the central controller upgrades the abnormality level from a minor abnormality level to a moderate abnormality level.

[0066] (2) For moderate anomalies, the central controller employs a redundancy control mechanism. Specifically, at this level, the anomaly is usually caused by a single wheel-end controller failure or a single communication link failure, which can be recovered by switching to a backup component and retrying control. In this regard, the central controller first performs a redundancy switching process, that is, switching the abnormal wheel-end controller to a backup wheel-end controller, and / or switching the abnormal communication link to a backup communication link, and then performs multiple retry control operations. The retry control method is the same as the aforementioned retry control method, and will not be repeated here. If the retry feedback data for each retry control is normal, the central controller determines that the wheel-end control of the wheel-end controller has returned to normal. At this time, the central controller returns to execute the above step S101 to achieve cyclic monitoring and wheel-end control. If the retry feedback data for at least one retry control is abnormal, the central controller determines that the wheel-end control of the wheel-end controller is still abnormal, and this abnormality is not caused by a single wheel-end controller failure or a single communication link failure. At this time, the central controller upgrades the anomaly level from moderate to severe.

[0067] (3) For severe anomalies, the central controller employs an emergency control mechanism. Specifically, this level typically involves anomalies that cause braking failure. To ensure vehicle safety, the central controller collects vehicle status data and environmental data, and uses machine learning or lookup table methods to determine the braking torque corresponding to the status and environmental data. This torque is then encapsulated as a second control command and sent to the wheel-end controllers, enabling them to maintain basic braking. In particular, in emergency braking scenarios, mechanical emergency braking is directly activated, controlling the vehicle to decelerate smoothly at a preset deceleration until the vehicle comes to a stop.

[0068] Therefore, this implementation method employs a tiered strategy of retrying, redundancy switching, and emergency control based on the severity of the anomaly. Minor anomalies are recovered through multiple retries to avoid unnecessary control intervention; moderate anomalies are maintained by switching to a backup controller or communication link to maintain normal wheel-end control; and severe anomalies are addressed by applying appropriate braking torque or activating mechanical emergency braking to ensure the vehicle stops safely in the event of brake failure. This approach achieves full-scenario fault tolerance coverage, from temporary interference to hardware failures, maximizing the continuity and availability of wheel-end control while ensuring safety, thereby effectively improving the accuracy of vehicle wheel-end control.

[0069] In some implementations, the central controller introduces a self-optimizing mechanism for verification parameters and communication link priorities. This mechanism optimizes method parameters, such as the trigger period, CRC check parameters in the verification process, thresholds, and numerical ranges, and adjusts the priorities of different communication links. Specifically: (1) Parameter optimization: The central controller acquires historical verification results, anomaly handling records, component aging data, and vehicle operating condition data, and combines them with algorithms such as Proportional-Integral-Derivative (PID) and Genetic Algorithms to optimize method parameters. The optimized method parameters are then synchronized to all relevant components without manual intervention. For example, when data fluctuations due to component aging exceed 5%, the threshold is increased to less than or equal to 10%; when the verification retry rate exceeds 3%, the timing cycle is shortened; and the CRC verification parameters are optimized to shorten the response time. In this way, by optimizing method parameters, the accuracy of processes such as verification processing can be effectively improved, thereby improving the vehicle wheel-end control precision.

[0070] (2) Link Priority Optimization: The central controller determines the communication performance of each communication link and assigns a corresponding priority to each link accordingly. Higher performance corresponds to higher priority, and lower performance to lower priority. The method for determining communication performance can be flexibly set according to actual conditions. For example, machine learning methods can be used to process the status data of the communication links (such as latency, packet loss rate, signal-to-noise ratio, retransmission rate, etc.) to obtain the communication performance value of the communication link. This machine learning method learns the mapping relationship between the status data of the communication link and the communication performance value; it can be algorithms such as support vector machines or logistic regression. It should be understood that a higher communication performance value indicates better communication link performance, and vice versa. Thus, by optimizing the priority of each communication link, the reliability of the transmission of control commands and control feedback data can be effectively improved, thereby improving the accuracy of vehicle wheel-end control.

[0071] In addition, refer to Figure 3 This application also provides a vehicle wheel-end control method, which can be applied to, for example... Figure 1 The wheel-end controller shown herein may include the following steps S201-S202: S201, obtain the first control instruction sent by the central controller, perform control processing based on the first control instruction, and return the corresponding control feedback data to the central controller so that the central controller can perform verification processing on the control feedback data, determine the control feedback data that fails verification as abnormal feedback data, perform diagnostic processing based on the abnormal feedback data, obtain abnormal diagnostic data, and return the second control instruction associated with the abnormal diagnostic data. S202, control processing is performed based on the second control command.

[0072] It should be noted that the technical solutions of this application embodiment can refer to the description of steps S101-S104 above. The only difference is that the execution subject of this application embodiment is the wheel end controller, which will not be repeated here.

[0073] Furthermore, embodiments of this application also provide a vehicle wheel-end control method, which can be applied to, for example... Figure 1 The method may include the following steps S301-S304: (The central controller and wheel-end controller are shown.) S301 sends the first control command to the wheel-end controller through the central controller; S302, the wheel-end controller performs control processing based on the first control command and returns the corresponding control feedback data; S303 verifies the control feedback data through the central controller, identifies the control feedback data that fails the verification as abnormal feedback data, performs diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data, and sends a second control command associated with the abnormal diagnostic data to the wheel end controller. S304 performs control processing based on the second control command through the wheel-end controller.

[0074] It should be noted that the technical solutions of the embodiments of this application can refer to the description of steps S101-S104 above. The only difference is that the execution subjects of the embodiments of this application are wheel end controllers and central controllers, which will not be repeated here.

[0075] To better illustrate the technical solution of this application embodiment, a specific example is provided below. In this example, when the vehicle system is powered on, if each module passes its self-test, it enters a ready state; otherwise, an alarm is issued and command issuance is prohibited. The self-test includes: 1) whether the module is faulty; 2) whether the preset verification parameters are successfully loaded; 3) whether the dual communication links are established, and if so, whether their status is normal. The communication links include a CAN link and an Ethernet link; 4) verifying the legitimacy of the identities of the central controller and the wheel-end controllers. The wheel-end control process for each wheel is shown in steps S401-S406 below.

[0076] S401, the driver issues a braking request. Based on this, the central controller combines vehicle data such as vehicle speed, brake pedal displacement, accelerator pedal displacement, rear wheel angle, and front wheel angle to generate a corresponding first control command, which is then sent to the wheel-end controllers synchronously through two communication links.

[0077] S402, the wheel-end controller determines whether the first control command meets the first verification condition. If yes, the first control command verification is successful, and the wheel-end controller performs control processing on the wheel-end actuator based on the first control command, sending corresponding control feedback data to the central controller in real time during the control process. If no, the first control command verification fails, and the wheel-end controller returns a command error notification to the central controller to inform the central controller that the command it issued is abnormal. The central controller will regenerate the first control command and reissue it.

[0078] The first verification conditions include: the identity information carried by the first control command is consistent with the preset expected identity information; the encoding format of the first control command is consistent with the preset expected encoding format; the data length of the first control command is consistent with the preset expected data length; the instruction permission level carried by the first control command is consistent with the preset expected permission level; the verification value of the first control command is consistent with the preset expected verification value; and the deviation between the first control commands of each communication link is less than or equal to the preset first deviation threshold.

[0079] S403, the central controller determines whether the control feedback data meets the second verification condition. If yes, the control feedback data verification is successful, and the central controller returns to execute step S401 above to perform the next round of wheel-end control for the wheel-end controller. If no, the control feedback data verification fails, the central controller identifies the abnormal feedback data, and executes step S404 below.

[0080] The second verification condition includes: the control feedback data is within a preset numerical range; the trend of change of the control feedback data is normal; the deviation between each sensor data in the control feedback data is less than or equal to a preset second deviation threshold; the deviation between the control feedback data of the current wheel-end controller and the control feedback data of other wheel-end controllers is less than or equal to a preset third deviation threshold; and the deviation between the control feedback data of each communication link is less than or equal to a preset fourth deviation threshold.

[0081] S404, the central controller performs anomaly diagnosis based on anomaly feedback data to determine the anomaly level and cause.

[0082] S405: The central controller generates corresponding second control commands based on the anomaly level and cause, and sends them to the wheel-end controllers. Specifically, for minor anomalies, the central controller employs a retry control mechanism. For moderate anomalies, the central controller employs a redundancy control mechanism. For severe anomalies, the central controller employs an emergency control mechanism.

[0083] S406, the wheel-end controller performs control processing on the wheel-end actuator based on the second control command.

[0084] In one example, the driver issues a routine braking request. The central controller generates a command and transmits encrypted data via a dual-link system. The wheel-end controller verifies the received command and, upon successful verification, drives the wheel-end actuators to generate a clamping force of 3500N. The wheel-end controller uploads feedback data, which the central controller verifies. Upon successful verification, the central controller fine-tunes the clamping force to 3600N.

[0085] In another example, the driver issues a routine braking request. The central controller generates a command and transmits encrypted data via a dual-link system. The wheel-end controller verifies the received command and, upon successful verification, drives the wheel-end actuators to generate a 3500N clamping force. The wheel-end controller uploads feedback data, which the central controller verifies. If verification fails, a diagnostic analysis is performed, revealing a slight fluctuation in the feedback data from the left front wheel, classified as a minor anomaly. A retry verification is then initiated, and the system returns to normal after the retry.

[0086] In another example, the driver issues a routine braking request. The central controller generates a command and transmits encrypted data via dual links. The wheel-end controller verifies the received command and, upon successful verification, drives the wheel-end actuators to generate a 3500N clamping force. The wheel-end controller uploads feedback data, which the central controller verifies. If verification fails, diagnostic analysis is performed, revealing an anomaly caused by a CAN bus interruption on the left front wheel, classified as a moderate anomaly. The Ethernet link is then switched to maintain braking and trigger an alarm.

[0087] In another example, the driver issues a regular braking request. The central controller generates a command and transmits encrypted data via dual links. The wheel-end controller verifies the received command and, upon successful verification, drives the wheel-end actuators to generate a 3500N clamping force. The wheel-end controller uploads feedback data, which the central controller verifies. If verification fails, a diagnostic analysis is performed, revealing that the anomaly is due to an interruption in the left front wheel's CAN bus and Ethernet link, classified as a severe anomaly. In this case, the mechanical emergency braking mode is activated.

[0088] In addition, refer to Figure 4 This application also provides a vehicle wheel-end control device, the device comprising: The acquisition module 501 is used to send a first control command to the wheel end controller so that the wheel end controller performs control processing based on the first control command and returns corresponding control feedback data; The first processing module 502 is used to perform verification processing on the control feedback data and determine the control feedback data that fails the verification as abnormal feedback data. The second processing module 503 is used to perform diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data. The third processing module 504 is used to send a second control command associated with the abnormal diagnostic data to the wheel end controller, so that the wheel end controller can perform control processing based on the second control command.

[0089] The content of the above method embodiments is applicable to the device embodiments. The specific functions implemented by the device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0090] Finally, refer to Figure 5 This application also provides a vehicle, which includes: At least one processor 601; At least one memory 602 is used to store at least one program; When at least one program is executed by at least one processor 601, the at least one processor 601 implements the above-described vehicle wheel-end control method.

[0091] The aforementioned vehicles can be private cars, such as sedans, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs), or pickup trucks, or commercial vehicles, such as vans, buses, small trucks, or large trailers, or gasoline vehicles or new energy vehicles such as hybrid or pure electric vehicles.

[0092] The aforementioned memory 602, as a non-transitory network system, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory 602 may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory 602 may optionally include memory 602 remotely located relative to processor 601, and these remote memories 602 can be connected to processor 601 via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0093] The aforementioned memory 602 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). Memory 602 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in memory 602 and called by processor 601 to execute the methods of the embodiments of this application.

[0094] The processor 601 described above can be implemented using a general-purpose central processing unit (CPU), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0095] In some embodiments, the vehicle may further include: Input / output interfaces are used to implement information input and output; The communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). The bus transmits information between various components of the device (such as processor 601, memory 602, input / output interfaces, and communication interfaces); The processor 601, memory 602, input / output interface, and communication interface can communicate with each other within the device via a bus.

[0096] The content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0097] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0098] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0099] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0100] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0101] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application 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 this application 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 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.

[0102] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0103] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only 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 coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0104] The units described above 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 network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0105] Furthermore, the functional units in the various embodiments of this application 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.

[0106] 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 this application, 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 multiple 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 of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0107] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A vehicle wheel end control method, characterized by, The method includes: A first control command is sent to the wheel-end controller, so that the wheel-end controller performs control processing based on the first control command and returns corresponding control feedback data; The control feedback data is verified, and control feedback data that fails verification is identified as abnormal feedback data. Based on the abnormal feedback data, diagnostic processing is performed to obtain abnormal diagnostic data; A second control command associated with the abnormal diagnostic data is sent to the wheel-end controller so that the wheel-end controller performs control processing based on the second control command.

2. The method according to claim 1, wherein the control processing based on the first control command includes: The first control command is verified. Control processing is performed based on the first control command that has been successfully verified.

3. The method of claim 2, wherein, The verification process for the first control command includes: If the first control instruction meets the first verification condition, then the first control instruction is determined to have been successfully verified; otherwise, the first control instruction is determined to have failed to be verified. The first verification condition includes at least one of the following: The identity information carried by the first control command is consistent with the preset expected identity information; The encoding format of the first control instruction is consistent with the preset expected encoding format; The data length of the first control command is consistent with the preset expected data length; The instruction permission level carried by the first control instruction is consistent with the preset expected permission level; The verification value of the first control command is consistent with the preset expected verification value; The deviation between the first control commands of each communication link is less than or equal to a preset first deviation threshold.

4. The method of claim 1, wherein, The verification process for the control feedback data includes: If the control feedback data meets the second verification condition, then the control feedback data is determined to be normal; otherwise, the control feedback data is determined to be abnormal. The second verification condition includes at least one of the following: The control feedback data is within a preset numerical range; The trend of the control feedback data is normal; The deviations between the sensor data in the control feedback data are all less than or equal to the preset second deviation threshold. The deviations between the control feedback data of the current wheel-end controller and the control feedback data of other wheel-end controllers are all less than or equal to a preset third deviation threshold. The deviation between the control feedback data of each communication link is less than or equal to the preset fourth deviation threshold.

5. The method according to claim 1, characterized in that, The abnormal diagnostic data includes the abnormality level and the abnormality cause; the diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data includes: The anomaly level is obtained by performing level identification processing based on the anomaly feedback data; The abnormal feedback data is traced to determine the cause of the abnormality.

6. The method according to claim 1, characterized in that, Sending a second control command associated with the abnormal diagnostic data to the wheel-end controller includes: Based on the abnormal diagnostic data, the second control command is sent to the wheel end controller.

7. A vehicle wheel-end control method, characterized in that, The method includes: Receive the first control command sent by the central controller; Based on the first control instruction, control processing is performed, and corresponding control feedback data is returned to the central controller, so that the central controller can perform verification processing on the control feedback data, determine the control feedback data that fails verification as abnormal feedback data, perform diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data, and return a second control instruction associated with the abnormal diagnostic data. Control processing is performed based on the second control command.

8. A vehicle wheel-end control method, characterized in that, The method includes: The central controller sends the first control command to the wheel-end controller. The wheel-end controller performs control processing based on the first control command and returns corresponding control feedback data; The central controller verifies the control feedback data, identifies control feedback data that fails verification as abnormal feedback data, performs diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data, and sends a second control command associated with the abnormal diagnostic data to the wheel end controller. The wheel-end controller performs control processing based on the second control command.

9. A vehicle wheel-end control device, characterized in that, The device includes: The acquisition module is used to send a first control command to the wheel end controller, so that the wheel end controller performs control processing based on the first control command and returns corresponding control feedback data; The first processing module is used to perform verification processing on the control feedback data and determine the control feedback data that fails the verification as abnormal feedback data. The second processing module is used to perform diagnostic processing based on the abnormal feedback data to obtain abnormal diagnostic data. The third processing module is used to send a second control command associated with the abnormal diagnostic data to the wheel end controller, so that the wheel end controller performs control processing based on the second control command.

10. A vehicle, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements a vehicle wheel-end control method as described in any one of claims 1-8.

Images