Control method and vehicle

Abstract

The application provides a control method and a vehicle; the method comprises the following steps: determining the wear degree of each wheel of the vehicle; determining the wear uniformity restoration coefficient corresponding to each wheel based on the wear degree; the wear uniformity restoration coefficient is negatively correlated with the wear degree; controlling the vertical load of each wheel and the driving / braking torque of each wheel based on the wear uniformity restoration coefficient. The application determines the wear degree of each wheel and the wear uniformity restoration coefficient negatively correlated with the wear degree, and then controls the vertical load and the driving / braking torque of each wheel based on the wear uniformity restoration coefficient, so that the wheel with light wear bears greater vertical load and driving / braking torque to accelerate the wear, and the wheel with heavy wear bears smaller vertical load and driving / braking torque to slow down the wear, thereby continuously and dynamically reducing the difference between the wear of each wheel during driving, and effectively ensuring the uniformity of the wear of each wheel without manual intervention.

Description

Technical Field

[0001] This application relates to vehicle control technology, and more particularly to a control method and a vehicle. Background Technology

[0002] Wheel wear is affected by factors such as driving habits and vehicle weight distribution. Rapid acceleration and deceleration can easily lead to uneven wear on each wheel, resulting in differences in grip and affecting vehicle stability and handling. In severe cases, it can even lead to tire blowouts. The main technology to address this is periodic manual tire rotation, but this method not only increases the intensity of later maintenance work but also cannot consistently guarantee uniform tire wear throughout the maintenance cycle. Summary of the Invention

[0003] This application provides a control method and a vehicle that can actively and in real time adjust the force on each wheel, effectively ensuring the uniformity of wear on each wheel without manual intervention, eliminating grip differences and safety hazards caused by uneven wear, and reducing the intensity of vehicle maintenance work in the later stages.

[0004] The technical solution of this application embodiment is implemented as follows: This application provides a control method, the method comprising: determining the wear degree of each wheel of a vehicle; determining a wear uniformity repair coefficient corresponding to each wheel based on the wear degree; the wear uniformity repair coefficient being negatively correlated with the wear degree; and controlling the vertical load of each wheel and the driving / braking torque of each wheel based on the wear uniformity repair coefficient.

[0005] This application provides a vehicle, including: a memory for storing computer programs or executable data instructions; and a processor for executing the computer programs or executable data instructions stored in the memory to implement the steps of the control method described in this application.

[0006] The embodiments of this application have the following beneficial effects: By determining the wear degree of each wheel and identifying a wear uniformity repair coefficient that is negatively correlated with the wear degree, the vertical load and driving / braking torque of each wheel can be controlled based on this wear uniformity repair coefficient. This allows for proactive and real-time adjustment of the force on each wheel, enabling lightly worn wheels to bear greater vertical loads and driving / braking torques to accelerate their wear, while heavily worn wheels bear smaller vertical loads and driving / braking torques to slow their wear. This continuously and dynamically reduces the difference in wear between wheels during driving, effectively ensuring the uniformity of wear on each wheel without manual intervention. This eliminates the differences in grip and safety hazards caused by uneven wear, while also reducing the intensity of vehicle maintenance. Attached Figure Description

[0007] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application. Obviously, the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0008] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0009] Figure 1 This is one of the flowcharts illustrating a control method provided in an embodiment of this application; Figure 2 This is a second schematic flowchart of a control method provided in an embodiment of this application; Figure 3 This is a third schematic flowchart of a control method provided in an embodiment of this application; Figure 4 This is a schematic diagram of the interaction process of a wheel wear control system provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0010] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0011] 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.

[0012] In the following description, references to "some embodiments," "this embodiment," "this application embodiment," and examples, etc., describe a subset of all possible embodiments. However, it is understood that "some embodiments" may be the same subset or different subset of all possible embodiments and may be combined with each other without conflict.

[0013] The terms "first," "second," and "third" appearing in the embodiments of this application do not have a specific meaning (e.g., there is no order, nor does it indicate a special limitation on the number of devices in the embodiments of this application), but are merely for the purpose of clearly describing the embodiments of this application and do not constitute any limitation on the embodiments of this application. The term "multiple" appearing in the embodiments of this application refers to two or more integers.

[0014] Figure 1 This is one of the flowcharts illustrating a control method provided in an embodiment of this application; for example... Figure 1 As shown, the method may include the following steps 101 to 103: Step 101: Determine the wear level of each wheel on the vehicle.

[0015] It should be noted that the vehicle in this application embodiment can be a motor vehicle equipped with an active suspension system, an independent drive / brake control system, and an environmental perception system, including but not limited to passenger cars, commercial vehicles, new energy vehicles, and heavy vehicles.

[0016] In some embodiments, each wheel of the vehicle is equipped with a wheel speed sensor, and cameras are installed at the front and rear of the vehicle to sense road conditions and capture images of wheel tracks. A driver input acquisition system is installed inside the vehicle to collect driver operation signals in real time, such as accelerator pedal opening, brake pedal opening, and steering wheel angle. The vehicle also includes one or more electronic control units (ECUs) for executing the control methods described in the embodiments of this application.

[0017] It should be noted that wear level is a quantitative indicator that characterizes the degree of tread wear on each tire. It can be expressed as a percentage, normalized value, or grade, and is used to reflect the wear condition of each tire relative to a new tire or a reference condition. The higher the wear level, the shallower the tire tread and the weaker the grip.

[0018] In some embodiments, during vehicle operation, wear-related data of each wheel can be acquired in real time using onboard sensors. For example, images of the vehicle's tracks after passing over a specific road surface can be captured by a rear-view camera, combined with the original road surface information of that section captured by a front-view camera, and the track features of each wheel can be extracted after image processing. These features are then compared with a locally stored historical track database to estimate the wear degree of each of the left front wheel, right front wheel, left rear wheel, and right rear wheel.

[0019] In some embodiments, the wear degree of each wheel of a vehicle can also be determined based on wheel speed difference analysis or detection by sensors embedded in the tire. For example, under the condition of uniform straight-line driving, the wheel speed of each wheel should theoretically be basically the same; when the rolling radius of a wheel decreases due to wear, its wheel speed will increase accordingly. The system collects the wheel speed signals of each wheel, uses the wheel with the lowest wheel speed as a reference, calculates the wheel speed difference between each wheel and the reference wheel, and calculates the relative wear degree of each wheel based on the relationship between the wheel speed difference and the rolling radius difference. Another example is embedding miniature sensors (such as accelerometers, strain sensors, acoustic sensors, etc.) inside the tire to directly measure the changes in physical quantities when the tire interacts with the road surface, and inferring the tire tread depth or wear state by analyzing the characteristics of these signals.

[0020] Step 102: Based on the wear degree, determine the wear uniformity repair coefficient corresponding to each wheel; the wear uniformity repair coefficient is negatively correlated with the wear degree.

[0021] It should be noted that the wear uniformity repair coefficient is a quantitative parameter used to guide the subsequent distribution of vertical load and drive / braking torque. Its configuration principle is: wheels with relatively heavier wear correspond to smaller wear uniformity repair coefficient values, while wheels with relatively lighter wear correspond to larger wear uniformity repair coefficient values. Through this negative correlation, the system can proactively allocate more vertical load and drive / braking torque to the less worn wheels and less to the more worn wheels, thereby gradually correcting the differences in wear between the wheels during driving.

[0022] In some embodiments, the minimum wear level of each wheel can be determined first as a benchmark, and the difference between the wear level of each wheel and the benchmark can be calculated to obtain the wear difference of each wheel; then, based on the relative distribution of the wear difference of each wheel, the wear uniformity repair coefficient of each wheel can be determined.

[0023] In some embodiments, the average wear level of each wheel can be determined first as a benchmark, and the difference between the wear level of each wheel and the average value can be determined to obtain the wear deviation of each wheel; then, the maximum value of the wear deviation of each wheel and the sum of the absolute values ​​of the wear deviation of each wheel can be determined; for each wheel, the difference between the maximum value and the wear deviation of the wheel is divided by the sum of the absolute values ​​to obtain the wear uniformity repair coefficient corresponding to the wheel.

[0024] It is understandable that the wear uniformity repair coefficient of each wheel is characterized by the following: the greater the wear difference of the wheel (i.e., the more severe the wear), the smaller its wear uniformity repair coefficient; the smaller the wear difference of the wheel (i.e., the lighter the wear), the greater its wear uniformity repair coefficient.

[0025] Step 103: Based on the wear uniformity repair coefficient, control the vertical load of each wheel and the driving / braking torque of each wheel.

[0026] It should be noted that vertical load refers to the vertical pressure between each wheel and the ground, which determines the upper limit of the tire's grip. Driving / braking torque refers to the longitudinal torque experienced by each wheel during acceleration or deceleration.

[0027] In some embodiments, in terms of vertical load control, the target vertical load of each wheel can be determined based on the wear uniformity repair coefficient, and the actual vertical load of each wheel can be adjusted to the target vertical load by a vertical load adjustment system (such as active suspension), so that the less worn wheel bears a greater ground pressure and the more worn wheel bears a smaller ground pressure.

[0028] In some embodiments, in terms of drive / brake torque control, the torque of each wheel can be distributed according to the wear uniformity repair coefficient during vehicle acceleration or deceleration by the drive control system or the braking control system, so that the less worn wheel bears a larger longitudinal force and the more worn wheel bears a smaller longitudinal force.

[0029] In some embodiments, the vertical load of each wheel and the driving / braking torque of each wheel can be controlled in a coordinated manner based on the wear uniformity repair coefficient, so that the two maintain a matching relationship in dynamic changes, thereby actively balancing wear while taking into account the vehicle's acceleration performance, braking performance and driving stability.

[0030] The control method provided in this application determines the wear degree of each wheel and a wear uniformity repair coefficient that is negatively correlated with the wear degree. Based on this wear uniformity repair coefficient, the vertical load and driving / braking torque of each wheel are controlled. This method can actively and in real time adjust the force on each wheel, so that the less worn wheel bears a larger vertical load and driving / braking torque to accelerate its wear, while the more worn wheel bears a smaller vertical load and driving / braking torque to slow its wear. This continuously and dynamically reduces the difference in wear between the wheels during driving, effectively ensuring the uniformity of wear of each wheel without manual intervention. This eliminates the differences in grip and safety hazards caused by uneven wear, while also reducing the intensity of vehicle maintenance.

[0031] In some embodiments, such as Figure 2 As shown, step 102 may further include: Step 1021: Determine the reference wear level; the reference wear level is the minimum wear level of each wheel or the wear level of each wheel in its brand new state.

[0032] It should be noted that, in this embodiment, the reference wear level can refer to the wear level value of the wheel with the lightest wear among all wheels, serving as a reference benchmark for measuring the wear differences of other wheels. Selecting the minimum wear level among all wheels as the reference wear level ensures that all wear differences are non-negative, facilitating subsequent calculations and comparisons. The reference wear level can also be the wear level of each wheel in its brand-new state, referring to the benchmark value when the wheel has not undergone any wear from use. It is typically set to 0 or a calibrated minimum value, used to measure the wear increment of each wheel during use relative to its brand-new state. When this benchmark is used, the wear difference reflects the absolute wear amount of each wheel.

[0033] In this embodiment, after obtaining the wear degree of each wheel determined in step 101, the minimum value can be found and determined as the reference wear degree. This reference wear degree corresponds to the wheel with the lightest wear. For example, if the wear degrees of the left front wheel, right front wheel, left rear wheel, and right rear wheel are 60%, 65%, 70%, and 55% respectively, then the reference wear degree is 55% (right rear wheel). It can be understood that the reference wear degree can be dynamically updated as the wear state of each wheel changes during vehicle operation. Alternatively, the wear degree of each wheel in a brand new state can also be used as the reference wear degree, for example, the wear degree of each wheel in a brand new state can be calibrated as 0.

[0034] Step 1022: The difference between the wear degree of each wheel and the reference wear degree is taken as the wear difference of each wheel.

[0035] It should be noted that wear difference refers to the deviation of the wear degree of each wheel from the reference wear degree, and is used to quantify the wear difference between each wheel and the lightest worn wheel. The greater the wear difference, the more severe the wear of that wheel.

[0036] In this embodiment, the wear difference of each wheel can be obtained by subtracting the baseline wear level determined in step 1021 from the wear level of each wheel. Following the previous example, with a baseline wear level of 55% as a reference, the wear difference of the left front wheel is 60%-55%=5%, the wear difference of the right front wheel is 65%-55%=10%, the wear difference of the left rear wheel is 70%-55%=15%, and the wear difference of the right rear wheel (base wheel) is 55%-55%=0%. This yields the wear difference of each wheel.

[0037] Understandably, wear differences reflect the degree of wear of each wheel relative to the lightest worn wheel; the greater the wear difference, the more severe the wear of that wheel.

[0038] Step 1023: Based on the wear differences of each wheel, determine the wear uniformity repair coefficient corresponding to each wheel; the wear difference is negatively correlated with the wear uniformity repair coefficient.

[0039] In this embodiment of the application, the wear uniformity repair coefficient corresponding to each wheel can be calculated based on the wear difference of each wheel determined in step 1022.

[0040] In some embodiments, step 1023 may further include: Determine the maximum value of the wear difference among all wheels, and the sum of the wear differences among all wheels; For any one of the wheels, determine the difference between the maximum value and the wear difference of the wheel; The wear uniformity repair coefficient corresponding to the wheel is obtained by dividing the difference by the sum of the wear differences.

[0041] Using the previous example, the wear difference is [5%, 10%, 15%, 0%], with a maximum value of 15%. The sum of the wear differences is 30%. Therefore, the wear uniformity repair coefficient of the left front wheel is (15%-5%) / 30%=0.333, the wear uniformity repair coefficient of the right front wheel is (15%-10%) / 30%=0.167, the wear uniformity repair coefficient of the left rear wheel is (15%-15%) / 30%=0, and the wear uniformity repair coefficient of the right rear wheel is (15%-0) / 30%=0.5.

[0042] It is understood that the above calculation method is only one example. Other calculation methods can also be used to implement step 1023 as long as the wear difference and the wear uniformity repair coefficient are negatively correlated. Through step 1023, the system completes the mapping from wear degree to wear uniformity repair coefficient, providing a quantitative basis for the subsequent control of vertical load and driving force / braking torque.

[0043] In some embodiments, such as Figure 3 As shown, step 103 may further include: Step 1031: Based on the wear uniformity repair coefficient, determine the vertical load distribution coefficient of each wheel; the wear uniformity repair coefficient is positively correlated with the vertical load distribution coefficient.

[0044] It should be noted that the vertical load distribution coefficient is a quantitative parameter used to guide the vertical load distribution of each wheel. It is positively correlated with the wear uniformity repair coefficient. That is, the wheel with a larger wear uniformity repair coefficient (relatively lighter wear) has a larger vertical load distribution coefficient, thus bearing a larger vertical load; conversely, the wheel with a smaller wear uniformity repair coefficient (relatively heavier wear) has a smaller vertical load distribution coefficient, thus bearing a smaller vertical load. Through this positive correlation, the system maps the wear equalization requirement to the vertical load distribution target.

[0045] In this embodiment, the vertical load distribution coefficient of each wheel can be determined based on the wear uniformity repair coefficient determined in step 102. As an optional implementation, the system comprehensively modifies the wear uniformity repair coefficient by considering factors such as the vehicle's static weight distribution, drive type, and steering characteristics to obtain the vertical load distribution coefficient of each wheel. It can be understood that there is a positive correlation between the vertical load distribution coefficient and the wear uniformity repair coefficient; that is, wheels with lighter wear receive a larger vertical load coefficient, while wheels with heavier wear receive a smaller vertical load coefficient. Through step 1031, the wear equalization target can be transformed into a specific vertical load distribution scheme.

[0046] Step 1032: Based on the vertical load distribution coefficient, determine the target vertical load of each wheel and the target driving / braking torque of each wheel.

[0047] It should be noted that the target vertical load refers to the target vertical pressure value that each wheel should achieve, used to guide the execution of the vertical load adjustment system (such as active suspension); the target drive / braking torque refers to the target torque value that each wheel should output during acceleration or deceleration, used to guide the execution of the drive control system or braking control system. Both are determined based on the same vertical load distribution coefficient to ensure the matching relationship between load distribution and torque distribution.

[0048] In this embodiment of the application, the target vertical load of each wheel and the target driving / braking torque of each wheel can be calculated based on the vertical load distribution coefficient of each wheel determined in step 1031.

[0049] In some embodiments, in terms of calculating the target vertical load, the system can obtain the vehicle's static load (such as vehicle weight) and the dynamic load transfer caused by acceleration, braking, and steering, and distribute the total load to each wheel according to the vertical load distribution coefficient to obtain the target vertical load for each wheel.

[0050] In some embodiments, in terms of target drive / braking torque calculation, the system can obtain the total drive torque or total braking torque requested by the driver, and distribute the total drive torque or total braking torque to each wheel according to the vertical load distribution coefficient to obtain the target drive / braking torque for each wheel.

[0051] Step 1033: Based on the target vertical load and the target driving / braking torque, control the vertical load of each wheel and the driving / braking torque of each wheel.

[0052] In this embodiment of the application, the corresponding execution system can be controlled to make adjustments based on the target vertical load and target driving / braking torque of each wheel determined in step 1032.

[0053] In some embodiments, in terms of vertical load control, the target vertical load of each wheel can be sent to a vertical load adjustment system (such as an active suspension), and the vertical load adjustment system can adjust the actual vertical load of each wheel to the target vertical load by adjusting the suspension height or stiffness, etc.

[0054] In some embodiments, in terms of drive / braking torque control, the target drive / braking torque of each wheel can be sent to the drive control system and the braking control system. The drive control system adjusts the actual drive torque of each wheel to the target drive torque during acceleration, and the braking control system adjusts the actual braking torque of each wheel to the target braking torque during deceleration.

[0055] Understandably, by coordinating the vertical load and driving / braking torque of each wheel, the vertical load and driving / braking torque are adjusted synchronously, thereby actively balancing wear while taking into account the vehicle's acceleration performance, braking performance and driving stability.

[0056] In some embodiments, step 1031 may further include: The center of gravity coefficient, drive coefficient, and steering coefficient of each wheel are obtained; the center of gravity coefficient is used to characterize the load distribution ratio of each wheel under static conditions, the drive coefficient is used to characterize the dynamic load transfer amount of each wheel under driving conditions, and the steering coefficient is used to characterize the dynamic load transfer amount of each wheel under steering conditions. The wear uniformity repair coefficient, the centroid coefficient, the drive coefficient, and the steering coefficient are added together to obtain the vertical load distribution coefficient of each wheel.

[0057] It should be noted that the center of gravity coefficient is used to characterize the load distribution ratio of each wheel under static conditions (such as stationary or uniform straight-line driving conditions).

[0058] The drive coefficient characterizes the dynamic load transfer of each wheel under driving conditions (e.g., front-wheel drive, rear-wheel drive, four-wheel drive). The steering coefficient characterizes the dynamic load transfer of each wheel under steering conditions, reflecting the load transfer characteristics caused by centrifugal force during steering. The center of gravity coefficient, drive coefficient, and steering coefficient can all be obtained through experimental calibration and can be adjusted according to vehicle configuration (e.g., drive type, wheelbase, track width, etc.) and the driving mode selected by the user (e.g., economy mode, sport mode, comfort mode, etc.). This application embodiment does not specifically limit these adjustments.

[0059] In some embodiments, the center of gravity coefficient can be obtained through static weighing tests. The center of gravity coefficient value of each wheel is equal to the proportion of the static load of that wheel to the total load of the vehicle. For example, the center of gravity coefficient of the front wheels of a front-wheel drive vehicle is approximately 0.30, and that of the rear wheels is approximately 0.20.

[0060] In some embodiments, the drive coefficient can be obtained through driving condition test calibration, reflecting the change in the vertical load of each wheel relative to the static distribution during vehicle acceleration or driving. For example, the drive coefficient of the front wheels is positive and that of the rear wheels is negative when a front-wheel drive vehicle accelerates.

[0061] In some embodiments, the steering coefficient can be obtained through steering test calibration, reflecting the change in vertical load of each wheel relative to the static distribution during vehicle steering. For example, when turning right, the steering coefficient of the left wheel is positive, and the right wheel is negative.

[0062] The system acquires the pre-calibrated and stored center of gravity coefficient, drive coefficient, and steering coefficient of each wheel.

[0063] In this embodiment, the vertical load distribution coefficient of each wheel is equal to the sum of the wear uniformity repair coefficient, the center of gravity coefficient, the drive coefficient, and the steering coefficient of that wheel. By superimposing these coefficients, the wear equalization requirement (characterized by the wear uniformity repair coefficient) and the vehicle's physical characteristics (characterized by the center of gravity coefficient, drive coefficient, and steering coefficient) can be integrated to obtain a comprehensive distribution coefficient that takes into account both wear repair and the inherent characteristics of the vehicle.

[0064] Continuing with the previous example, assuming the wear uniformity repair coefficient of the left front wheel is 0.333, the center of gravity coefficient is 0.30, the drive coefficient is 0.10, and the steering coefficient is 0 (for straight driving conditions), then the vertical load distribution coefficient of this wheel is 0.333 + 0.30 + 0.10 + 0 = 0.733. It can be understood that the vertical load distribution coefficient of each wheel reflects the load distribution target under the combined effect of wear uniformity requirements and vehicle physical characteristics. The wheel with the larger the wear uniformity repair coefficient (the lighter the wear), the larger the vertical load coefficient it will ultimately receive, thus bearing a greater vertical load in subsequent control.

[0065] It is understood that the embodiments of this application can integrate the wear equalization requirement with the inherent physical characteristics of the vehicle, so that the final determined vertical load distribution coefficient not only meets the goal of actively repairing wear differences, but also adapts to the dynamic load change law of the vehicle under different working conditions, thereby balancing wear while avoiding control deviations caused by ignoring the physical characteristics of the vehicle.

[0066] In some embodiments, the method further includes: Obtain the vehicle status information, road condition information of the current driving route, and driver input information; Based on the vehicle status information, the road condition information, and the driver input information, a first vertical load correction coefficient for ensuring driving safety and a second vertical load correction coefficient for ensuring driving comfort are determined. Step 103 may further include: Based on the vehicle status information, the road condition information, and the driver input information, the wear uniformity repair coefficient, the first vertical load correction coefficient, and the second vertical load correction coefficient are weighed to obtain a multi-objective weighting coefficient. Based on the aforementioned multi-objective trade-off coefficients, the vertical load of each wheel and the driving / braking torque of each wheel are controlled.

[0067] It should be noted that vehicle status information refers to parameters reflecting the current motion state of the vehicle, including but not limited to vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, wheel speed of each wheel, and slip ratio; road condition information refers to information reflecting the characteristics of the current road, including but not limited to road surface type (such as asphalt, gravel, wet and slippery), road surface smoothness, curve curvature, and road surface adhesion coefficient; driver input information refers to signals reflecting the driver's control intentions, including but not limited to accelerator pedal opening, brake pedal opening, steering wheel angle and its rate of change.

[0068] In some embodiments, a vehicle status monitoring system can collect vehicle status information in real time, including vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, and wheel speed of each wheel; a forward-facing camera and onboard sensors can be used to perceive road condition information of the current driving road, including road surface type, smoothness, curvature of curves, and road surface adhesion coefficient; and a driver input system can be used to acquire driver input information in real time, including accelerator pedal opening, brake pedal opening, and steering wheel angle.

[0069] It should be noted that the first vertical load correction factor is a correction parameter determined based on driving safety requirements, used to intervene in load distribution when the vehicle approaches or reaches the safety boundary to ensure driving safety; the second vertical load correction factor is a correction parameter determined based on ride comfort requirements, used to intervene in load distribution when the vehicle approaches or reaches the comfort boundary to ensure ride comfort. Both can be calculated using vehicle dynamics models and can also be calibrated and adjusted according to different driving modes.

[0070] In some embodiments, a first vertical load correction coefficient and a second vertical load correction coefficient can be calculated using a vehicle dynamics model based on vehicle state information, road condition information, and driver input information. Specifically, the first vertical load correction coefficient is used to ensure that the vehicle does not exceed preset driving safety thresholds (such as roll stability boundaries, yaw stability boundaries, and wheel slip ratio boundaries). When the vehicle state approaches the safety boundary, this coefficient can guide the load distribution to adjust in a safe direction. The second vertical load correction coefficient is used to ensure that the vehicle does not exceed preset ride comfort thresholds (such as body roll angle boundaries, pitch angle boundaries, and vertical vibration frequency deviations). When the vehicle state approaches the comfort boundary, this coefficient can guide the load distribution to adjust in a comfortable direction. It is understood that the specific calculation method of the above two coefficients can be implemented based on existing vehicle dynamics models, and their thresholds can be dynamically calibrated according to the driving mode selected by the user (such as economy mode, sport mode, comfort mode, etc.). This application embodiment does not specifically limit this.

[0071] It should be noted that, in this embodiment, the trade-off refers to the process of making a comprehensive decision among the wear equalization target, the driving safety target, and the ride comfort target. When driving safety or ride comfort is at risk, the system prioritizes safety and comfort targets, and appropriately adjusts or abandons the wear equalization target; when neither safety nor comfort is at risk, the system controls primarily based on the wear equalization target. Through this hierarchical priority trade-off, the system can maximize wear equalization while ensuring safety and comfort. The multi-objective trade-off coefficient is the final control parameter after weighing safety, comfort, and wear targets. Its function is similar to the wear uniformity repair coefficient, but it incorporates the constraints of safety and comfort. Based on this multi-objective trade-off coefficient, the vertical load distribution coefficient of each wheel, the target vertical load, and the target drive / braking torque can be determined in the same manner as in the aforementioned embodiments, and the corresponding execution system can be controlled to perform these actions.

[0072] In some embodiments, the vertical load distribution coefficient of each wheel can be determined based on the multi-objective trade-off coefficient, thereby determining the target vertical load and target drive / braking torque of each wheel. Then, the vertical load adjustment system is controlled to adjust the vertical load of each wheel to the target vertical load, and the drive control system or braking control system is controlled to output the target drive / braking torque.

[0073] It is understood that the embodiments of this application introduce vehicle status information, road condition information, and driver input information to determine a first vertical load correction coefficient for ensuring driving safety and a second vertical load correction coefficient for ensuring driving comfort. The wear uniformity repair coefficient is dynamically weighed against these two correction coefficients to generate a multi-objective trade-off coefficient, thereby incorporating the three mutually constraining objectives of wear uniformity, driving safety, and driving comfort into a unified decision-making framework. Based on this, the vertical load and driving / braking torque of each wheel are controlled according to the multi-objective trade-off coefficient. This allows for the proactive repair of wear differences among wheels while intelligently adjusting the control strategy based on real-time operating conditions. Specifically, when safety or comfort is at risk, safety and comfort are prioritized; when safety or comfort is not at risk, the wear uniformity effect is maximized. This achieves multi-objective collaborative optimization that prioritizes vehicle safety, balances comfort, and ensures wear uniformity.

[0074] In some embodiments, the multi-objective trade-off coefficient is obtained by weighing the wear uniformity repair coefficient, the first vertical load correction coefficient, and the second vertical load correction coefficient based on the vehicle state information, the road condition information, and the driver input information, including one of the following: When the vehicle's safety status parameters reach the corresponding driving safety threshold based on the vehicle status information, the road condition information, and the driver input information, the first vertical load correction coefficient is used as the multi-objective trade-off coefficient. If, based on the vehicle status information, the road condition information, and the driver input information, it is determined that the vehicle's safety status parameters have not reached the corresponding driving safety threshold, but the vehicle's comfort status parameters have reached the corresponding driving comfort threshold, then the second vertical load correction coefficient is used as the multi-objective trade-off coefficient. If, based on the vehicle status information, the road condition information, and the driver input information, it is determined that the vehicle's safety status parameters have not reached the corresponding driving safety threshold, and the vehicle's comfort status parameters have also not reached the corresponding driving comfort threshold, then the wear uniformity repair coefficient is used as the multi-objective trade-off coefficient.

[0075] It should be noted that safety status parameters refer to parameters used to assess vehicle driving stability, including but not limited to roll angle, yaw rate, and wheel slip ratio; the driving safety threshold is a preset boundary value corresponding to the safety status parameters. When the safety status parameters reach or exceed the threshold, it indicates that the vehicle is at risk of losing control or rolling over. Comfort status parameters refer to parameters used to assess vehicle ride comfort, including but not limited to body roll angle, pitch angle, yaw rate, and vertical acceleration; the ride comfort threshold is a preset boundary value corresponding to the comfort status parameters. When the comfort status parameters reach or exceed the threshold, it indicates that the vehicle is outside the comfort range.

[0076] It should be noted that when safety status parameters reach the corresponding driving safety threshold, it means that the vehicle's current roll angle, yaw rate, or slip ratio, or other safety-related parameters, are close to or exceed the preset safety boundary, indicating that the vehicle faces the risk of loss of control, rollover, or skidding. At this time, the system should prioritize driving safety and directly use the first vertical load correction coefficient as the control basis, temporarily abandoning the wear equalization target.

[0077] In some embodiments, the system can monitor the values ​​of various safety status parameters based on real-time vehicle status information. For example, when the system detects that the yaw rate of the vehicle exceeds a preset safety threshold during cornering, or that the slip ratio of a wheel exceeds a preset slip ratio threshold, the system determines that the vehicle is at risk of instability. In this case, the system uses the first vertical load correction coefficient as a multi-objective trade-off coefficient, instead of focusing on wear equalization for control. This allows the system to prioritize driving safety under dangerous conditions, avoiding the exacerbation of vehicle instability risk by pursuing wear equalization.

[0078] It should be noted that if the safety status parameters do not reach the driving safety threshold, it means that the vehicle is currently in a stable and controllable state. However, if the comfort status parameters have reached or exceeded the driving comfort threshold, it indicates that the vehicle body roll, pitch, or vibration has exceeded the comfort range, affecting the driving experience. In this case, the system prioritizes driving comfort while ensuring safety, and uses the second vertical load correction coefficient as the control basis.

[0079] For example, when a vehicle is driving on a series of curves, the body roll angle remains consistently large, causing discomfort to passengers. In this situation, the system uses the second vertical load correction coefficient as a multi-objective trade-off factor, prioritizing the suppression of body roll and the improvement of ride comfort. In this way, the system can proactively optimize the driving and riding comfort experience while ensuring safety.

[0080] It should be noted that when neither the safety nor comfort parameters reach their respective thresholds, it indicates that the vehicle is currently in a safe and comfortable operating state, without any risk or discomfort. At this point, the system can focus on the wear equalization target, directly using the wear uniformity repair coefficient as the control basis to actively correct the wear differences between the wheels.

[0081] For example, when a vehicle is traveling at a constant speed in a straight line on a dry, level road, parameters such as roll angle, pitch angle, and slip ratio are all within normal ranges, the system uses the wear uniformity repair coefficient as a multi-objective trade-off factor. Following the principle that the less worn wheel bears more load and torque, it actively adjusts the vertical load and drive / braking torque of each wheel to continuously correct the wear differences among the four wheels. In this way, the system can maximize the wear equalization effect under safe and comfortable conditions, extending tire life and reducing the burden of later maintenance.

[0082] It is understood that the embodiments of this application establish a hierarchical priority decision logic that prioritizes safety over comfort and comfort over wear equalization. Based on the real-time monitoring results of safety and comfort state parameters, the corresponding control coefficients are adaptively selected as multi-objective trade-off coefficients: when the vehicle faces safety risks, driving safety is prioritized; when the vehicle has no safety risks but insufficient comfort, driving comfort is optimized; when the vehicle is both safe and comfortable, the focus is on actively equalizing the wear of each wheel. This hierarchical priority strategy ensures that the vehicle can be guided by the most reasonable control objectives under any operating condition, maximizing wear equalization while ensuring driving safety and a comfortable experience.

[0083] In some embodiments, the step of weighing the wear uniformity repair coefficient, the first vertical load correction coefficient, and the second vertical load correction coefficient based on the vehicle state information, the road condition information, and the driver input information to obtain a multi-objective trade-off coefficient includes: Based on the vehicle status information, the road condition information, and the driver input information, if it is determined that the vehicle's safety status parameters will reach the corresponding driving safety threshold, and / or the vehicle's comfort status parameters will reach the corresponding driving comfort threshold, the wear uniformity repair coefficient is corrected based on the minimum absolute deviation between the wear uniformity repair coefficient and the first vertical load correction coefficient and the second vertical load correction coefficient, to obtain the multi-objective trade-off coefficient.

[0084] In some embodiments, a forward-facing camera can be used to acquire real-time image information of the road ahead, identifying road condition features, including but not limited to curve curvature, road surface type, slope, potholes, etc. Simultaneously, the system acquires the driver's current input information, such as steering wheel angle, accelerator pedal opening, and brake pedal opening. This information is input into the vehicle dynamics model to predict the vehicle's motion state on the upcoming road segment, forecasting vehicle state parameters over a future period, such as body roll angle, yaw rate, wheel slip ratio, and vertical acceleration. The system compares the predicted vehicle state parameters with preset driving safety and ride comfort thresholds. For example, if it is predicted that the yaw rate will exceed the safety threshold or the body roll angle will exceed the comfort threshold after entering the upcoming curve, a predictive correction is triggered. Through this predictive judgment, the system can identify potential safety or comfort risks before the vehicle actually enters a risky road segment.

[0085] It should be noted that the minimum absolute deviation refers to the wear uniformity repair coefficient. With the first vertical load correction factor The absolute value of the difference, and With the second vertical load correction factor The smaller of the two is the absolute value of their difference. This deviation reflects the minimum gap between the wear leveling target and the safety / comfort target.

[0086] In some embodiments, the modified multi-objective trade-off coefficients It can be in Based on this, add a correction term related to the deviation, which is equal to... and , The minimum absolute deviation divided by Corrected multi-objective trade-off coefficients Greater than or equal to This allows for proactive responses to impending safety or comfort risks. For example, suppose... , , ,but , The minimum absolute deviation is 0.1, and the corrected value is... In this way, the system achieves a control upgrade from "passive response" to "active prevention," maximizing wear equalization while ensuring safety and comfort.

[0087] It is understood that, in this embodiment of the application, when a vehicle is expected to trigger a safety or comfort risk, the wear uniformity repair coefficient is predicted and corrected based on the minimum absolute deviation between the wear uniformity repair coefficient and the first vertical load correction coefficient and the second vertical load correction coefficient. In this way, the system can adjust the control coefficient in advance before the vehicle enters the risky road section, so that the vehicle state transitions smoothly and avoids discomfort or loss of control caused by sudden changes. Thus, while ensuring driving safety and ride comfort, the wear uniformity effect is maximized.

[0088] In some embodiments, during the process of controlling the vertical load of each wheel and the driving / braking torque of each wheel based on the multi-objective trade-off coefficients, the method further includes at least one of the following: If it is determined that the slip ratio of the target wheel among all wheels will increase from a first value to a second value, the multi-objective trade-off coefficient is reduced proportionally to the ratio of the change in slip ratio to the second value, and the driving / braking torque of the target wheel is continued to be controlled based on the reduced multi-objective trade-off coefficient; the change in slip ratio is the difference between the second value and the first value. If the target input parameter value in the driver input information increases from the third value to the fourth value, the multi-objective trade-off coefficient is increased proportionally to the ratio of the change in the target input parameter value to the third value. Based on the increased multi-objective trade-off coefficient, the vertical load of each wheel and the driving / braking torque of each wheel are controlled. The change in the target input parameter value is the difference between the fourth value and the third value.

[0089] It should be noted that slip ratio refers to the degree of slippage of a wheel relative to the road surface during rolling. The first value refers to the actual slip ratio value monitored at the current moment (denoted as ). The second value refers to the target value of the slip ratio that may be reached in the next moment, as predicted by the vehicle dynamics model (denoted as ). When the estimated second value is greater than the current first value, it indicates that the slip ratio is trending upward and intervention is needed in advance.

[0090] In some embodiments, during vehicle operation, wheel speed sensors can monitor the wheel speed of each wheel in real time, and the current slip ratio of each wheel can be calculated in conjunction with the vehicle speed. Simultaneously, driver input information (such as the rate of change of accelerator pedal opening and the rate of change of steering wheel angle) and road adhesion coefficient are acquired. The vehicle dynamics model is then used to predict the trend of slip ratio changes, yielding the predicted slip ratio value. When determined This indicates a risk of increased wheel slippage. For example, if the driver suddenly presses the accelerator pedal hard, the system predicts the drive wheel slip ratio will increase from 0.08 to 0.12, triggering the slip ratio correction mechanism. That is, based on... The target driving torque or braking torque of the target wheel is recalculated, and the updated torque value is output by the drive control system and the braking control system.

[0091] It should be noted that the change in slip ratio refers to the difference between the estimated target slip ratio and the current slip ratio, i.e. The reduction ratio is the ratio of this change to the target slip ratio, i.e. This ratio reflects the relative increase in slip ratio; the larger the ratio, the more pronounced the increasing trend of slip ratio, and the greater the reduction required. (The reduced multi-objective tradeoff coefficient is shown.) Less than the original multi-objective trade-off coefficient This reduces the driving or braking force output of the wheel, thus suppressing increased slippage. The reduced multi-objective trade-off coefficient... Used to update the drive / braking torque of the wheel.

[0092] It should be noted that the target input parameter value refers to the signal reflecting the driver's control intention, including but not limited to the accelerator pedal opening, brake pedal opening, and steering wheel angle. The third value refers to the input value at the current moment (denoted as...). The fourth value refers to the increased input value (denoted as...). ,in (This refers to the change in the target input parameter value). When the driver continuously increases the accelerator, brake, or steering input, it indicates a stronger power demand or a more urgent steering intention, and the system needs to synchronously enhance its response. The increase ratio is... This ratio reflects the relative degree of driver intent enhancement; the larger the ratio, the more aggressive the driver's operation, and the greater the increase required. (Increased multi-objective trade-off coefficient) Greater than the original multi-objective trade-off coefficient This simultaneously increases the vertical load and driving / braking force output to respond to the driver's increased demands.

[0093] In some embodiments, the system monitors the accelerator pedal opening, brake pedal opening, and steering wheel angle in real time through a driver input acquisition system. When a certain input parameter value is detected to be continuously increasing, for example, the accelerator pedal opening increases from 20% (the third value) to 30% (the fourth value), or the steering wheel angle increases from 10 degrees to 15 degrees, the system determines that the target input parameter value has increased from the third value to the fourth value. For example, if the driver continues to press the accelerator pedal deeply during acceleration, and the system detects that the accelerator pedal opening increases from 20% to 30%, a change of 10%, then it triggers the driver intent synchronization amplification mechanism. That is, based on the increased multi-objective trade-off coefficient... Update the vertical load distribution and drive / braking torque distribution for each wheel. Regarding vertical load control, based on... The target vertical load for each wheel is recalculated, and the vertical load adjustment system (such as active suspension) is controlled to adjust the vertical load of each wheel to the new target value. Regarding drive / braking torque control, based on... The system recalculates the target driving or braking torque for each wheel and controls the updated torque values ​​output by the drive and braking control systems. This allows the system to simultaneously improve vehicle responsiveness when driver input is increased, making the vehicle's dynamic characteristics more aligned with the driver's expectations.

[0094] It is understood that the embodiments of this application, by introducing a real-time dynamic fine-tuning mechanism, further improve the system's response speed and adaptability to complex working conditions on the basis of actively balancing wear. Specifically, the slip ratio correction mechanism can dynamically reduce the driving force / braking force distribution coefficient of the corresponding wheel according to the change in slip ratio when wheel slippage shows an increasing trend, effectively suppressing slippage and loss of control; the driver intention synchronization amplification mechanism can dynamically increase the control coefficient according to the change in operation intensity when driver operation intensifies, synchronously increasing the vertical load and driving force / braking force output, making the vehicle response more in line with the driver's expectations.

[0095] In some embodiments, during the process of continuing to control the vertical load of each wheel and the driving / braking torque of each wheel based on the increased multi-objective trade-off coefficient, the method further includes: If it is determined that the slip ratio of each wheel and the target input parameter value show a continuous increasing trend within a preset time period, the vertical load of each wheel is smoothly adjusted to the target value, which is the maximum vertical load that each wheel can withstand.

[0096] It should be noted that a continuously increasing slip ratio refers to a sustained rise in wheel slip ratio over multiple consecutive sampling periods, indicating that slippage is intensifying and has not been effectively suppressed. A continuously increasing target input parameter value refers to a sustained increase in accelerator pedal opening, brake pedal opening, or steering wheel angle over multiple consecutive sampling periods, indicating a continuously increasing power demand from the driver. The preset duration is a time window parameter (e.g., 1 second, 2 seconds, etc.).

[0097] In some embodiments, during vehicle operation, the system continuously monitors the slip ratio of each wheel and the driver's input parameter values ​​(accelerator pedal opening, brake pedal opening, steering wheel angle). When the system detects that the slip ratio of at least one wheel continuously increases within a preset time period (e.g., 2 seconds), for example, gradually increasing from 0.08 to 0.12, 0.15, and 0.18, it indicates that the slippage is continuously intensifying; and the target input parameter value input by the driver continuously increases within a preset time period, for example, the accelerator pedal opening gradually increases from 20% to 30%, 40%, and 50%, it indicates that the driver has a continuously increasing power demand. At this point, it is determined that the limit safety retreat mechanism needs to be triggered, that is, abandoning the wear equalization target, no longer using the wear uniformity repair coefficient as the control basis, and adjusting the vertical load of each wheel to the maximum value to provide maximum grip and ensure driving safety.

[0098] It should be noted that smooth adjustment refers to gradually changing the vertical load from the current value to the target value according to a preset transition curve (such as a linear gradual curve, an exponential gradual curve, etc.), avoiding sudden load changes that could cause vehicle pitching, bumping, or loss of control. The target value refers to the maximum vertical load that each wheel can withstand within its rated load range. It can be obtained through test calibration by comprehensively considering factors such as the rated load of the wheels, the maximum power of the suspension system, and the physical limitations of the vehicle.

[0099] In some embodiments, the system first acquires pre-calibrated maximum vertical load values ​​for each wheel (e.g., 8000N for the left front wheel, 8000N for the right front wheel, 7500N for the left rear wheel, and 7500N for the right rear wheel). Then, the system smoothly adjusts the current vertical load of each wheel to its corresponding maximum load value according to a preset smooth transition curve (e.g., a linear gradient curve), avoiding sudden load changes that could cause drastic changes in vehicle posture. For example, the system can linearly increase the vertical load of each wheel within one second, allowing the vehicle to smoothly transition to maximum grip. During the adjustment process, the system simultaneously stops tracking the wear equalization target and no longer considers the wear differences between the wheels. At this time, all control resources are used to provide maximum grip to respond to the driver's continuous power demands. In this way, the system can unconditionally ensure driving safety under extreme conditions, avoiding loss of vehicle control due to the pursuit of wear equalization.

[0100] The following examples illustrate possible implementation schemes of the control method described in one or more of the above embodiments.

[0101] This solution actively adjusts the wear of each wheel through a wheel wear control system to achieve uniform wear across all wheels, thereby improving vehicle stability, fuel economy, and reducing the workload of after-sales maintenance.

[0102] For example, Figure 4 This is a schematic diagram of the interaction process of a wheel wear control system provided in an embodiment of this application, such as... Figure 4 As shown, the wheel wear control system provided in this application embodiment includes: a wear intelligent recognition system, an intelligent driving perception system, a driver input acquisition system, a vehicle status monitoring system, a vertical load adjustment system, a drive control system, and a braking control system.

[0103] Among them, the intelligent driving perception system collects information about the road surface in front of the vehicle in real time through the front-view camera, and obtains the driving marks of the vehicle on certain specific road surfaces (such as muddy roads and other roads that can leave tire marks) through the rear-view camera.

[0104] The wear intelligent recognition system extracts the imprints of each wheel during the current trip using image processing technology and compares them with a locally stored wheel imprint information database to obtain the wear degree of each wheel. Then, based on the wear degree of each wheel, it calculates the wear uniformity repair coefficient corresponding to each wheel and sends the wear uniformity repair coefficient to the vertical load adjustment system.

[0105] The driver input acquisition system collects the driver's control commands in real time, including accelerator pedal opening, brake pedal opening, steering wheel angle and its rate of change, and sends this driver input information to the vertical load adjustment system, drive control system and brake control system to reflect the driver's real-time control intentions in a multi-objective trade-off.

[0106] The vehicle status monitoring system collects real-time motion status information of the vehicle, including vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, wheel speed and slip ratio of each wheel, and sends this vehicle status information to the vertical load adjustment system to evaluate the current safety and comfort of the vehicle and provide a basis for decision-making for multi-objective trade-offs.

[0107] The vertical load adjustment system is based on the wear uniformity repair coefficient and combines driver input information and vehicle status information. It determines the multi-objective trade-off coefficient through multi-objective dynamic trade-off, and then calculates the vertical load distribution coefficient of each wheel. Based on the vertical load distribution coefficient, it adjusts the vertical load of each wheel and sends the vertical load distribution coefficient to the drive control system and the braking control system.

[0108] The drive control system and braking control system receive the vertical load distribution coefficient and adjust the driving force and braking force of each wheel based on the coefficient to achieve coordinated matching of vertical load and driving force / braking force, thereby ensuring the vehicle's acceleration performance, braking performance and driving stability while actively balancing wear.

[0109] In some embodiments, the wear intelligent recognition system can acquire the marks left by the vehicle when it passes over a specific road surface through the vehicle's rearview camera, and monitor the consistency of wear on each wheel in combination with the wheel speed status.

[0110] In some embodiments, the vertical load control system can adjust the forces on each wheel in the vertical (Z-direction) by changing the wheel tilt angle or actively applying force through active suspension.

[0111] In some embodiments, a wheel imprint library can be constructed in the following ways: (1) During the road test of the vehicle in the factory production stage, wheel imprints are obtained through specific road sections and the imprint data are stored in the wheel imprint library of the wheel wear control system; (2) During the user's vehicle use, the wheel imprint data obtained each time, together with the time information and mileage information at that time, are stored in the wheel imprint library for subsequent wheel wear estimation.

[0112] In some embodiments, during vehicle operation, the forward-facing camera monitors the road surface information in real time and transmits the road surface feature information R(S, class, wet / damp state, muddy state, t) to the wear intelligent recognition system in real time. Here, S is the road surface location coordinates, class is the road surface type (e.g., asphalt, cement, gravel, etc.), wet / damp state indicates the degree of moisture or water accumulation on the road surface, muddy state indicates the degree of mud on the road surface, and t is time. If the wear intelligent recognition system determines that the road surface ahead meets the conditions for wheel imprint extraction (e.g., the road surface type is non-asphalt, has a certain degree of mud, and no water accumulation), it transmits the start and end coordinates [S0, S1] of the road surface that meets the wheel imprint extraction conditions to the intelligent driving perception system. This triggers the driver input acquisition system to collect the driver's control commands (e.g., accelerator pedal opening, brake pedal opening, steering wheel angle and its rate of change) within that time period. Simultaneously, it triggers the vehicle status monitoring system to collect vehicle status information (e.g., vehicle speed, acceleration, yaw rate, wheel speeds, etc.) within that time period.

[0113] In some embodiments, after receiving the road start and end coordinates, the intelligent driving perception system captures road information using a forward-facing camera before the vehicle reaches the target location. It captures road information after the vehicle has passed through the rearview camera. When the vehicle reaches the start and end points of the road segment, the intelligent driving perception system simultaneously informs the wear and tear intelligent recognition system.

[0114] In some embodiments, the wear and tear intelligent recognition system is based on and The system performs image processing (such as image enhancement, contrast boosting, and grayscale conversion) on videos before and after a vehicle passes through a designated track marking area to obtain a video stream with clear tracks. Then, based on driver commands and vehicle status information, and combined with the processed video stream, it identifies the tracks of each wheel of the vehicle within the video stream. Next, based on the tracks of each wheel, it extracts a set of images with clear tracks and extracts road surface images at the corresponding time points before the vehicle passed through these images, combining them to form a vehicle wheel track image set. Finally, based on the image set of wheel tracks... ,by As an image filtering mask, for The image in the image is filtered out to obtain Finally, images of the vehicle's tire tracks were obtained. .

[0115] In some embodiments, the vehicle wheel imprints acquired this time are combined with a locally stored historical wheel imprint database, along with historical mileage and time information, to form a wheel imprint evolution atlas. This is achieved by comparing imprint feature information at different times and mileages. (e.g., the width and depth of tire tread patterns), using a large model Estimate the wear level of each tire. This large model can be obtained through supervised training by uploading local vehicle data to the cloud, or through experimental data from the research and development phase.

[0116] In some embodiments, the wear level of each wheel can be determined by comparing the characteristics of the wheel imprints and combining them with the vehicle status information at the time the imprints were recorded.

[0117] In some embodiments, the wear level of each wheel is obtained. Subsequently, based on the differences in wear between the wheels, different vertical load distributions were applied to each wheel during vehicle acceleration and deceleration. First, the wear differences were calculated. The wear uniformity repair coefficient for each wheel is calculated using the following formula (1): (1) It should be noted that since tire wear is a dynamic and continuous process, driving safety and ride comfort must also be considered during load adjustment, i.e., multi-objective comprehensive optimization. Furthermore, adjustments can be made based on user preferences or driving habits.

[0118] In some embodiments, during vehicle operation, road information can be perceived by a forward-facing camera to obtain road surface information (such as road surface type: asphalt, gravel, cement, etc.; smoothness: potholes, slope; curve information: curvature, curve length), combined with the driver's driving input information (steering wheel angle and angular acceleration, accelerator pedal opening, brake pedal opening) and vehicle status (X / Y / Z direction speed and acceleration, angular velocity and angular acceleration around the X / Y / Z direction, wheel speed of each wheel, etc.).

[0119] In some embodiments, the required vertical stiffness coefficients for each wheel during safe driving can be calculated using a vehicle dynamics model based on the vehicle's roll, roll, and yaw safety thresholds under different driving inputs, combined with the lateral and longitudinal slip ratios of each wheel. (i.e., the first vertical load correction factor).

[0120] In some embodiments, vehicle roll, pitch, and yaw rate can be used as key indicators of driving comfort. Based on different road conditions and driver input, the vertical stiffness requirement coefficient of each wheel under the driving comfort threshold can be calculated using a vehicle dynamics model. (i.e., the second vertical load correction factor). Furthermore, adjustments can be made based on the user's currently selected driving mode. , Make corrections (for different driving modes) , (Obtained through performance calibration during the R&D phase).

[0121] In some embodiments, during driving, the wear correction coefficient for each wheel can be adjusted and optimized based on the entire driving cycle, specifically including the following two strategies: Strategy 1: Real-time Triggered Switching. Throughout the journey, different correction coefficients are selected based on road conditions and vehicle status to meet multiple objectives, including driving safety, ride comfort, and even wear on all wheels. Specifically: Based on the user's selected driving mode, combined with current vehicle status and road condition information, key parameters for driving comfort are calculated. If these parameters exceed the corresponding ride comfort threshold, then... Make corrections; if lateral or longitudinal slippage of the vehicle is detected during cornering, triggering the corresponding driving safety threshold, then adopt... Adjustments will be made; if the driving safety threshold and ride comfort threshold are not triggered when driving on level roads or curves, then the wear uniformity repair coefficient will be used. Make corrections.

[0122] Strategy 2: Predictive Correction. Throughout the entire process, the wear uniformity repair coefficient is preferentially used. The longitudinal force of each wheel is corrected. If the road conditions ahead are perceived by the forward-looking camera and combined with the driver's input information, the vehicle state is estimated in real time by the vehicle dynamics model. If the estimation results show that the vehicle state will exceed the driving safety threshold or the driving comfort threshold, the multi-objective trade-off coefficient is obtained according to the following formula (2): (2) In some embodiments, the vertical load distribution factor of each wheel can be calculated according to the following formula (3): (3) in, For multi-objective trade-off coefficients, The centroid coefficient, For driving coefficients, This is the steering coefficient.

[0123] In some embodiments, the target vertical load of each wheel during acceleration and deceleration can be calculated using the following formula (4): (4) in, This represents the static vertical total load of a vehicle when it is stationary; it is the basic load generated by the weight of the vehicle itself. This indicates the change in dynamic vertical load caused by the vehicle's motion (such as acceleration, braking, and steering). For example, during rapid acceleration, the rear axle load increases and the front axle load decreases; during rapid deceleration (braking), the front axle load increases and the rear axle load decreases; during steering, the load on the outer wheels increases and the load on the inner wheels decreases.

[0124] In some embodiments, the vertical load distribution factor for each wheel can be... Input the vertical load control system, and the vertical load control system will proceed according to... Adjust the active suspension.

[0125] In some embodiments, the vertical load control system allocates the vertical load to each wheel by a coefficient. The output is provided to the drive control system and the braking control system. The drive control system and the braking control system operate according to this coefficient during acceleration and deceleration. The system distributes driving and braking forces and feeds back the distributed driving and braking forces of each wheel to the vertical load control system, forming a closed-loop control.

[0126] In some embodiments, to maximize grip utilization while also ensuring wear leveling, the system may implement the following dynamic adjustment strategy: During the dynamic adjustment of the vertical load, the slip ratio of each wheel is monitored in real time. This, combined with driver input of accelerator and brake pedal information and steering wheel angle information, estimates the wheel slip ratio. If the detected slip ratio increases to [a certain value], [the system will] predict the wheel slip ratio. Then, the distribution coefficient of the driving torque or braking torque of the corresponding wheel is dynamically adjusted according to the following formula (5): (5) If, during the adjustment process, the driver is continuously monitored to increase the throttle, brake, or steering wheel angle input, the vertical load distribution coefficient is increased proportionally according to the following formula (6): (6) in, This refers to the current accelerator and brake pedal opening or steering wheel angle. This is expressed as a change. If multiple inputs change simultaneously (such as simultaneous changes in accelerator, brake pedal opening, and steering wheel angle), the average or weighted value can be taken. The drive torque or braking torque output value is then adjusted synchronously according to this coefficient.

[0127] In some embodiments, if increasing the vertical load distribution coefficient still fails to meet the driver's input requirements (i.e., wheel slippage continues to increase and driver input continues to increase), the wear equalization target is abandoned, and the vertical load of each wheel is adjusted to the maximum value according to a preset smooth transition curve to ensure the driver's maximum grip requirements.

[0128] In some embodiments, the vertical load control system can determine whether the grip force of each wheel is greater than the driving force or braking force based on the current load of each wheel collected in real time by the active suspension (grip force = vertical load × road adhesion coefficient). If the load is greater than the specified value, adjust the vertical load normally; if the load is less than the specified value, compensate for the vertical load of the corresponding wheel according to the following formula (7): (7) in, Indicates the actual driving force / braking force. Indicates the current vertical load. This indicates the vertical load adjustment amount.

[0129] In some embodiments, the vehicle status monitoring system sends vehicle start-up information to the vertical load control system. The vertical load control system raises the vehicle height on the drive wheel side through active suspension, so that the vehicle's gravity provides the forward motion component, thereby reducing the static friction force that the drive wheels need to overcome and reducing the wear and tear of the drive wheels.

[0130] In some embodiments, the vehicle status monitoring system sends emergency braking information to the vertical load control system. The vertical load control system adjusts the vehicle height on the front wheel side so that the vehicle's gravity provides some resistance, thereby reducing wear on each wheel during braking.

[0131] Understandably, during vehicle operation, the braking and drive systems adjust the distribution of braking or driving force to each wheel based on the vertical load distribution coefficient. When the actual grip force of a certain wheel (determined by the current vertical load and the road surface adhesion coefficient) is detected to be less than the required braking or driving force, the vertical load control system increases the vertical load on that wheel to raise its grip limit, thereby meeting the requirements for driving or braking stability and preventing wheel slippage. Furthermore, in critical scenarios such as vehicle start-up and emergency braking, the vertical load control system actively adjusts the ground clearance of each wheel to optimize the load distribution on the drive or brake wheels, effectively reducing wheel wear during start-up and braking, balancing power response and wheel life.

[0132] It should be noted that although the steps of the method in this application are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps; or steps from different embodiments may be combined into a new technical solution.

[0133] Based on the same inventive concept as the foregoing embodiments, this application provides a control device.

[0134] Figure 5 This is a schematic diagram of the structure of a control device provided in an embodiment of this application, such as... Figure 5 As shown, the control device 500 includes: a first determining module 510, a second determining module 520, and a control module 530; wherein: The first determining module 510 is used to determine the wear degree of each wheel of the vehicle; The second determining module 520 is used to determine the wear uniformity repair coefficient corresponding to each wheel based on the wear degree; the wear uniformity repair coefficient is negatively correlated with the wear degree. The control module 530 is used to control the vertical load of each wheel and the driving / braking torque of each wheel based on the wear uniformity repair coefficient.

[0135] In some embodiments, the second determining module 520 includes: The first determining unit is used to determine the reference wear degree; the reference wear degree is the minimum wear degree among all wheels or the wear degree of each wheel in a brand new state; The second determining unit is used to take the difference between the wear degree of each wheel and the reference wear degree as the wear difference of each wheel; The third determining unit is used to determine the wear uniformity repair coefficient corresponding to each wheel based on the wear difference of each wheel; the wear difference is negatively correlated with the wear uniformity repair coefficient.

[0136] In some embodiments, the third determining unit is further configured to: determine the maximum value among the wear differences of each wheel, and the sum of the wear differences of each wheel; for any one of the wheels, determine the difference between the maximum value and the wear difference of the wheel; and use the difference to divide by the sum of the wear differences to obtain the wear uniformity repair coefficient corresponding to the wheel.

[0137] In some embodiments, the control module 530 includes: The fourth determining unit is used to determine the vertical load distribution coefficient of each wheel based on the wear uniformity repair coefficient; the wear uniformity repair coefficient is positively correlated with the vertical load distribution coefficient; The fifth determining unit is used to determine the target vertical load of each wheel and the target driving / braking torque of each wheel based on the vertical load distribution coefficient. The control unit is used to control the vertical load of each wheel and the driving / braking torque of each wheel based on the target vertical load and the target driving / braking torque.

[0138] In some embodiments, the fourth determining unit is further configured to: obtain the center of gravity coefficient, driving coefficient, and steering coefficient of each wheel; the center of gravity coefficient is used to characterize the load distribution ratio of each wheel under static conditions, the driving coefficient is used to characterize the dynamic load transfer amount of each wheel under driving conditions, and the steering coefficient is used to characterize the dynamic load transfer amount of each wheel under steering conditions; and add the wear uniformity repair coefficient, the center of gravity coefficient, the driving coefficient, and the steering coefficient to obtain the vertical load distribution coefficient of each wheel.

[0139] In some embodiments, the control device 500 further includes: The acquisition module is used to acquire the vehicle status information, road condition information of the current driving road, and driver input information of the vehicle. The third determining module is used to determine a first vertical load correction coefficient for ensuring driving safety and a second vertical load correction coefficient for ensuring driving comfort based on the vehicle status information, the road condition information and the driver input information. The control module 530 further includes: The weighing unit is used to weigh the wear uniformity repair coefficient, the first vertical load correction coefficient, and the second vertical load correction coefficient based on the vehicle status information, the road condition information, and the driver input information, to obtain a multi-objective weighing coefficient. The control unit is used to control the vertical load of each wheel and the driving / braking torque of each wheel based on the multi-objective trade-off coefficient.

[0140] In some embodiments, the trade-off unit is further configured to: use the first vertical load correction coefficient as the multi-objective trade-off coefficient when, based on the vehicle status information, the road condition information, and the driver input information, the vehicle's safety status parameters reach the corresponding driving safety threshold; use the second vertical load correction coefficient as the multi-objective trade-off coefficient when, based on the vehicle status information, the road condition information, and the driver input information, the vehicle's safety status parameters do not reach the corresponding driving safety threshold, but the vehicle's comfort status parameters reach the corresponding driving comfort threshold; and use the wear uniformity repair coefficient as the multi-objective trade-off coefficient when, based on the vehicle status information, the road condition information, and the driver input information, the vehicle's safety status parameters do not reach the corresponding driving safety threshold, and the vehicle's comfort status parameters also do not reach the corresponding driving comfort threshold.

[0141] In some embodiments, the trade-off unit is further configured to: when it is determined, based on the vehicle status information, the road condition information, and the driver input information, that the vehicle's safety status parameters have reached the corresponding driving safety threshold, and / or the vehicle's comfort status parameters have reached the corresponding driving comfort threshold, correct the wear uniformity repair coefficient based on the minimum absolute deviation between the wear uniformity repair coefficient and the first vertical load correction coefficient and the second vertical load correction coefficient, to obtain the multi-objective trade-off coefficient.

[0142] In some embodiments, the control unit is further configured to: when it is determined that the slip ratio of a target wheel among the wheels will increase from a first value to a second value, reduce the multi-objective trade-off coefficient proportionally to the ratio of the change in slip ratio to the second value, and continue to control the drive / braking torque of the target wheel based on the reduced multi-objective trade-off coefficient; the change in slip ratio is the difference between the second value and the first value; when it is determined that the target input parameter value in the driver input information increases from a third value to a fourth value, increase the multi-objective trade-off coefficient proportionally to the ratio of the change in the target input parameter value to the third value, and continue to control the vertical load of each wheel and the drive / braking torque of each wheel based on the increased multi-objective trade-off coefficient; the change in the target input parameter value is the difference between the fourth value and the third value.

[0143] In some embodiments, the control unit is further configured to: smoothly adjust the vertical load of each wheel to a target value when it is determined that the slip ratio of each wheel and the target input parameter value show a continuous increasing trend within a preset time period, wherein the target value is the maximum vertical load that each wheel can withstand.

[0144] The descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0145] Based on the same inventive concept as the foregoing embodiments, this application provides a vehicle.

[0146] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Figure 6 The vehicle 600 shown includes a processor 601, which can call and run computer programs or executable data instructions from memory to implement the methods in the embodiments of this application.

[0147] Optionally, such as Figure 6 As shown, the vehicle 600 may further include a memory 602. The processor 601 can retrieve and run computer programs or executable data instructions from the memory 602 to implement the methods described in this embodiment.

[0148] The memory 602 can be a separate device independent of the processor 601, or it can be integrated into the processor 601.

[0149] Optionally, such as Figure 6 As shown, the vehicle 600 may also include a transceiver 603, which the processor 601 can control to communicate with other devices. Specifically, it can send information or data to other devices or receive information or data sent by other devices.

[0150] The transceiver 603 may include a transmitter and a receiver. The transceiver 603 may further include antennas, and the number of antennas may be one or more.

[0151] This application also provides a computer-readable storage medium for storing computer programs.

[0152] Optionally, the computer-readable storage medium can be applied to the vehicle in the embodiments of this application, and the computer program causes the processor or vehicle to perform the various methods of the embodiments of this application, which will not be described in detail here for the sake of brevity.

[0153] This application also provides a computer program product, including computer program instructions.

[0154] Optionally, the computer program product can be applied to the vehicle in the embodiments of this application, and the computer program instructions cause the processor or vehicle to execute the various methods of the embodiments of this application. For the sake of brevity, they will not be described in detail here.

[0155] This application also provides a computer program.

[0156] Optionally, the computer program can be applied to the vehicle in the embodiments of this application. When the computer program runs on the processor or the vehicle, it causes the processor or the vehicle to execute the various methods of the embodiments of this application. For the sake of brevity, these will not be described in detail here.

[0157] It should be noted that the descriptions of the vehicles, storage media, computer program products, and computer program embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the device, storage media, computer program products, and computer program embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0158] It should be understood that the processor in the embodiments of this application may be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method embodiments can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor described above can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0159] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchlink DRAM (SLDRAM), and Direct Rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0160] It should be understood that the above-described memory is exemplary and not a limiting description. For example, the memory in the embodiments of this application may also be static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct memory bus RAM (DR RAM), etc. That is to say, the memory in the embodiments of this application is intended to include, but is not limited to, these and any other suitable types of memory.

[0161] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0162] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0163] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units 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.

[0164] 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 network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0165] In addition, 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.

[0166] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they 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 a portion 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 vehicle to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0167] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method characterized by, The method includes: Determine the degree of wear on each wheel of the vehicle; Based on the wear degree, a wear uniformity repair coefficient is determined for each wheel; the wear uniformity repair coefficient is negatively correlated with the wear degree. Based on the wear uniformity repair coefficient, the vertical load of each wheel and the driving / braking torque of each wheel are controlled.

2. The method of claim 1, wherein, The determination of the wear uniformity repair coefficient for each wheel based on the wear degree includes: Determine the baseline wear level; the baseline wear level is the minimum wear level among all wheels or the wear level of each wheel in its brand-new condition; The difference between the wear degree of each wheel and the reference wear degree is taken as the wear difference of each wheel; Based on the wear differences of each wheel, a wear uniformity repair coefficient is determined for each wheel; the wear difference and the wear uniformity repair coefficient are negatively correlated.

3. The method of claim 2, wherein, The determination of the wear uniformity repair coefficient for each wheel based on the wear differences of each wheel includes: Determine the maximum value of the wear difference among all wheels, and the sum of the wear differences among all wheels; For any one of the wheels, determine the difference between the maximum value and the wear difference of the wheel; The wear uniformity repair coefficient corresponding to the wheel is obtained by dividing the difference by the sum of the wear differences.

4. The method according to any one of claims 1 to 3, characterized in that, The control of the vertical load and driving / braking torque of each wheel based on the wear uniformity repair coefficient includes: Based on the wear uniformity repair coefficient, the vertical load distribution coefficient of each wheel is determined; the wear uniformity repair coefficient and the vertical load distribution coefficient are positively correlated. Based on the vertical load distribution coefficient, the target vertical load of each wheel and the target driving / braking torque of each wheel are determined. Based on the target vertical load and the target driving / braking torque, the vertical load of each wheel and the driving / braking torque of each wheel are controlled.

5. The method of claim 4, wherein, The determination of the vertical load distribution coefficient for each wheel based on the wear uniformity repair coefficient includes: The center of gravity coefficient, drive coefficient, and steering coefficient of each wheel are obtained; the center of gravity coefficient is used to characterize the load distribution ratio of each wheel under static conditions, the drive coefficient is used to characterize the dynamic load transfer amount of each wheel under driving conditions, and the steering coefficient is used to characterize the dynamic load transfer amount of each wheel under steering conditions. The wear uniformity repair coefficient, the centroid coefficient, the drive coefficient, and the steering coefficient are added together to obtain the vertical load distribution coefficient of each wheel.

6. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Obtain the vehicle status information, road condition information of the current driving route, and driver input information; Based on the vehicle status information, the road condition information, and the driver input information, a first vertical load correction coefficient for ensuring driving safety and a second vertical load correction coefficient for ensuring driving comfort are determined. The control of the vertical load and driving / braking torque of each wheel based on the wear uniformity repair coefficient includes: Based on the vehicle status information, the road condition information, and the driver input information, the wear uniformity repair coefficient, the first vertical load correction coefficient, and the second vertical load correction coefficient are weighed to obtain a multi-objective weighting coefficient. Based on the aforementioned multi-objective trade-off coefficients, the vertical load of each wheel and the driving / braking torque of each wheel are controlled.

7. The method of claim 6, wherein, Based on the vehicle status information, the road condition information, and the driver input information, the wear uniformity repair coefficient, the first vertical load correction coefficient, and the second vertical load correction coefficient are weighed to obtain a multi-objective weighting coefficient, including one of the following: When the vehicle's safety status parameters reach the corresponding driving safety threshold based on the vehicle status information, the road condition information, and the driver input information, the first vertical load correction coefficient is used as the multi-objective trade-off coefficient. If, based on the vehicle status information, the road condition information, and the driver input information, it is determined that the vehicle's safety status parameters have not reached the corresponding driving safety threshold, but the vehicle's comfort status parameters have reached the corresponding driving comfort threshold, then the second vertical load correction coefficient is used as the multi-objective trade-off coefficient. If, based on the vehicle status information, the road condition information, and the driver input information, it is determined that the vehicle's safety status parameters have not reached the corresponding driving safety threshold, and the vehicle's comfort status parameters have also not reached the corresponding driving comfort threshold, then the wear uniformity repair coefficient is used as the multi-objective trade-off coefficient.

8. The method of claim 6, wherein, Based on the vehicle status information, road condition information, and driver input information, a multi-objective trade-off coefficient is obtained by weighing the wear uniformity repair coefficient, the first vertical load correction coefficient, and the second vertical load correction coefficient, including: Based on the vehicle status information, the road condition information, and the driver input information, if it is determined that the vehicle's safety status parameters will reach the corresponding driving safety threshold, and / or the vehicle's comfort status parameters will reach the corresponding driving comfort threshold, the wear uniformity repair coefficient is corrected based on the minimum absolute deviation between the wear uniformity repair coefficient and the first vertical load correction coefficient and the second vertical load correction coefficient, to obtain the multi-objective trade-off coefficient.

9. The method of claim 6, wherein, In the process of controlling the vertical load of each wheel and the driving / braking torque of each wheel based on the multi-objective trade-off coefficient, the method further includes at least one of the following: If it is determined that the slip ratio of the target wheel among all wheels will increase from a first value to a second value, the multi-objective trade-off coefficient is reduced proportionally to the ratio of the change in slip ratio to the second value, and the driving / braking torque of the target wheel is continued to be controlled based on the reduced multi-objective trade-off coefficient; the change in slip ratio is the difference between the second value and the first value. If the target input parameter value in the driver input information increases from the third value to the fourth value, the multi-objective trade-off coefficient is increased proportionally to the ratio of the change in the target input parameter value to the third value. Based on the increased multi-objective trade-off coefficient, the vertical load of each wheel and the driving / braking torque of each wheel are controlled. The change in the target input parameter value is the difference between the fourth value and the third value.

10. The method of claim 9, wherein, In the process of continuing to control the vertical load of each wheel and the driving / braking torque of each wheel based on the increased multi-objective trade-off coefficient, the method further includes: If it is determined that the slip ratio of each wheel and the target input parameter value show a continuous increasing trend within a preset time period, the vertical load of each wheel is smoothly adjusted to the target value, which is the maximum vertical load that each wheel can withstand.

11. A vehicle characterized by comprising: include: Memory is used to store computer programs or executable data instructions; A processor, when executing a computer program or executable data instructions stored in the memory, implements the steps of the control method according to any one of claims 1 to 10.

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