Tractor vehicle control method, device, equipment and vehicle

Abstract

A trailer vehicle control method, device, equipment and vehicle, which relates to the field of vehicle engineering and active safety control, comprising: acquiring current driving parameters of the trailer vehicle; determining the current working condition of the trailer vehicle and the active lateral correction total torque based on the current driving parameters of the trailer vehicle; determining the distribution scheme of the active lateral correction total torque at each position of the trailer vehicle based on the current working condition; and controlling the trailer vehicle based on the distribution scheme. The application determines the current working condition of the trailer vehicle and the active lateral correction total torque based on the current driving parameters of the trailer vehicle, and determines the distribution scheme of the active lateral correction total torque at each position of the trailer vehicle, thereby solving the technical problem that the tractor and trailer of the trailer vehicle in the prior art are not controlled synchronously and cannot adapt to various complex working conditions.

Description

Technical Field

[0001] This application relates to the fields of vehicle engineering and active safety control, specifically to a method, device, equipment, and vehicle for controlling a towed vehicle. Background Technology

[0002] With the development of the automotive industry, the application of trailer vehicles is becoming increasingly widespread. Since the tractor and trailer are connected by an articulation point, there is a complex dynamic coupling relationship between them during dynamic driving. When changing lanes at high speed, braking suddenly, or encountering crosswinds, the tractor and trailer are prone to inconsistent motion states, which can lead to instability risks such as severe swaying, rollover, or folding of the trailer, seriously threatening driving safety.

[0003] Currently, existing technologies mainly control the tractor's status, lacking precise quantification and attitude control of the trailer's overall status. This makes it impossible to control the vehicle's attitude as a whole, resulting in the tractor and trailer still being out of sync after adjustment, affecting vehicle stability.

[0004] In addition, existing technologies lack attitude adjustment schemes for different working conditions, have low adaptability to vehicle driving environment, and cannot guarantee driving stability under various complex working conditions.

[0005] In summary, there is an urgent need for a control method for trailer vehicles that can integrate multiple control sources, respond quickly, and intervene smoothly, in order to achieve coordinated control of trailer vehicles and overcome the aforementioned shortcomings. Summary of the Invention

[0006] This application provides a method, device, equipment, and vehicle for controlling towed vehicles, which can solve the technical problem in the prior art where the tractor and trailer are prone to inconsistent motion postures.

[0007] In a first aspect, embodiments of this application provide a method for controlling a towed vehicle, wherein the towed vehicle includes a tractor and a trailer, and the method for controlling the towed vehicle includes: Obtain the current driving parameters of the towed vehicle; Based on the current driving parameters, determine the current operating condition of the trailer vehicle and the total active lateral correction torque; Based on the current operating conditions, determine the distribution scheme of the active lateral correction total torque at each position of the trailer vehicle; The trailer vehicle is controlled based on the allocation scheme.

[0008] In conjunction with the first aspect, in one embodiment, the trailer vehicle includes a tractor unit, and determining the distribution scheme of the active lateral correction total torque at various positions of the trailer vehicle based on the current operating conditions includes: If the current operating condition is a low-speed, large-angle operating condition, then the allocation scheme is the first allocation scheme, wherein the first allocation scheme includes: The total active lateral correction torque is distributed entirely to the wheel ends of the tractor.

[0009] In conjunction with the first aspect, in one implementation, controlling the trailer vehicle based on the allocation scheme includes: Based on the active lateral correction total torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor.

[0010] In conjunction with the first aspect, in one embodiment, the trailer vehicle includes a tractor unit, and determining the distribution scheme of the active lateral correction total torque at various positions of the trailer vehicle based on the current operating conditions includes: If the current working condition is a medium-speed wet and slippery road surface condition, then the allocation scheme is the second allocation scheme, wherein the second allocation scheme includes: The total active lateral correction torque is divided into a first active lateral correction torque and a second active lateral correction torque; The first active lateral correction torque is distributed to the axle of the tractor vehicle; The second active lateral correction torque is distributed to the wheel ends of the tractor.

[0011] In conjunction with the first aspect, in one implementation, controlling the trailer vehicle based on the allocation scheme includes: Based on the first active lateral correction torque, the braking system of the tractor is controlled to generate a lateral yaw moment acting on the axle of the tractor. Based on the second active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor.

[0012] In conjunction with the first aspect, in one embodiment, the towing vehicle includes a tractor and a trailer, and determining the distribution scheme of the active lateral correction total torque at various positions of the towing vehicle based on the current operating conditions includes: If the current operating condition is a high-speed operating condition, then the allocation scheme is the third allocation scheme, wherein the third allocation scheme includes: The total active lateral correction torque is divided into a third active lateral correction torque and a fourth active lateral correction torque; The third active lateral correction torque is distributed to the wheel ends of the tractor. The fourth active lateral correction torque is distributed to the trailer axle.

[0013] In conjunction with the first aspect, in one implementation, controlling the trailer vehicle based on the allocation scheme includes: Based on the third active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor. Based on the fourth active lateral correction torque, the braking system of the trailer is controlled to generate a lateral yaw moment acting on the axle of the trailer.

[0014] In conjunction with the first aspect, in one embodiment, the towing vehicle includes a tractor and a trailer, and determining the distribution scheme of the active lateral correction total torque at various positions of the towing vehicle based on the current operating conditions includes: If the current operating condition is an emergency operating condition, then the allocation scheme is the fourth allocation scheme, wherein the fourth allocation scheme includes: The total active lateral correction torque is divided into a fifth active lateral correction torque, a sixth active lateral correction torque, and a seventh active lateral correction torque; The fifth active lateral correction torque is distributed to the wheel ends of the tractor. The sixth active lateral correction torque is distributed to the axle of the tractor vehicle; The seventh active lateral correction torque is distributed to the trailer axle.

[0015] In conjunction with the first aspect, in one implementation, controlling the trailer vehicle based on the allocation scheme includes: Based on the fifth active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor. Based on the sixth active lateral correction torque, the braking system of the tractor is controlled to generate a lateral yaw moment acting on the axle of the tractor. Based on the seventh active lateral correction torque, the braking system of the trailer is controlled to generate a lateral yaw moment acting on the axle of the trailer.

[0016] In conjunction with the first aspect, in one embodiment, the current driving parameters include steering wheel parameters, speed parameters, tractor attitude parameters, and trailer attitude parameters; determining the current operating condition of the trailer and the total active lateral correction torque of the trailer based on the current driving parameters of the trailer includes: The target centroid sideslip angle is obtained based on the steering wheel parameters; Based on the speed parameters, the attitude parameters of the tractor, the target center of gravity sideslip angle, and the steering wheel parameters, the lateral correction torque of the tractor is obtained. Based on the speed parameters, the trailer's attitude parameters, the target center of gravity sideslip angle, and the steering wheel parameters, the lateral correction torque of the trailer is obtained. The total active lateral correction torque is obtained based on the lateral correction torque of the tractor and the lateral correction torque of the trailer.

[0017] In conjunction with the first aspect, in one embodiment, the steering wheel parameters include steering wheel speed, and the speed parameters include lateral acceleration, longitudinal acceleration, and vehicle speed; the attitude parameters of the tractor include the sideslip angle of the tractor and the sideslip angular velocity of the tractor; obtaining the lateral correction torque of the tractor based on the speed parameters, the attitude parameters of the tractor, the target sideslip angle, and the steering wheel parameters includes: The offset of the center of gravity sideslip angle of the tractor is obtained based on the center of gravity sideslip angle of the tractor and the target center of gravity sideslip angle; The lateral correction torque of the tractor is obtained based on the lateral acceleration, longitudinal acceleration, speed, sideslip angular velocity, steering wheel speed, and sideslip angular offset of the tractor.

[0018] In conjunction with the first aspect, in one embodiment, the steering wheel parameters include steering wheel speed, and the speed parameters include lateral acceleration, longitudinal acceleration, and vehicle speed; the trailer attitude parameters include the trailer's sideslip angle and the trailer's sideslip angular velocity; obtaining the trailer's lateral correction torque based on the speed parameters, the trailer attitude parameters, the target sideslip angle, and the steering wheel parameters includes: The offset of the trailer's center of gravity sideslip angle is obtained based on the trailer's center of gravity sideslip angle and the target center of gravity sideslip angle; Based on the lateral acceleration, longitudinal acceleration, vehicle speed, trailer's center of gravity sideslip angular velocity, steering wheel speed, and trailer's center of gravity sideslip angular offset, the lateral correction torque of the trailer is obtained.

[0019] Secondly, embodiments of this application provide a towed vehicle control device, comprising: The acquisition module is used to acquire the current driving parameters of the trailer vehicle; The calculation module is used to determine the current operating condition of the trailer and the total active lateral correction torque of the trailer based on the current driving parameters. The determination module is used to determine the distribution scheme of the active lateral correction total torque at various positions of the trailer based on the current operating conditions; A control module is used to control the trailer vehicle based on the allocation scheme.

[0020] Thirdly, embodiments of this application provide a tractor for towing a trailer to form a trailer vehicle; and for acquiring the current driving parameters of the trailer vehicle. Based on the current driving parameters of the trailer vehicle, determine the current operating condition of the trailer vehicle and the total active lateral correction torque. Based on the current operating conditions, determine the distribution scheme of the active lateral correction total torque at each position of the trailer vehicle; The trailer vehicle is controlled based on the allocation scheme.

[0021] The beneficial effects of the technical solutions provided in this application include: This application monitors the driving parameters of the tractor and trailer separately, and determines the active lateral correction torque and the current operating condition of the trailer based on the driving parameters of the tractor and trailer; based on the current operating condition of the trailer, it determines the distribution method of the active lateral correction torque at various positions of the trailer; finally, based on the distribution method of the active lateral correction torque at various positions of the trailer, it simultaneously issues control commands to the tractor and trailer, thereby achieving synchronous control of the attitude of the tractor and trailer under different operating conditions. This solves the technical problems in related technologies where trailer control cannot simultaneously adapt to multiple complex operating conditions and where the attitudes of the tractor and trailer are not synchronized. Attached Figure Description

[0022] Figure 1 This is a schematic flowchart of an embodiment of the towed vehicle control method of this application; Figure 2 This is a detailed flowchart of step S2 in the towed vehicle control method of this application; Figure 3 This is a schematic diagram of the allocation scheme for the towed vehicle control method of this application; Figure 4 This is a schematic diagram of the functional modules of an embodiment of the towed vehicle control device of this application; Figure 5 This is a schematic diagram of the hardware structure of the trailer vehicle control device involved in the embodiments of this application. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0024] In a first aspect, embodiments of this application provide a method for controlling a towed vehicle.

[0025] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the towed vehicle control method of this application.

[0026] like Figure 1 As shown, the control method for towed vehicles includes: Step S1: Obtain the current driving parameters of the trailer vehicle; Specifically, in this embodiment, the carrier of this solution is a trailer vehicle, which includes: a tractor unit, which serves as the power source for the trailer vehicle and provides power to the trailer vehicle; and a trailer, which is located behind the tractor unit and is articulated with the trailer to bear the load.

[0027] Furthermore, the trailer is also equipped with: IPB, or Intelligent Integrated Braking System, is installed in the chassis hydraulic braking circuit of the trailer vehicle. It is used to decouple the brake pedal and wheel cylinder pressure through electro-hydraulic integration technology, providing a hydraulic actuation basis for vehicle stability control.

[0028] FAS, or Fully Active Suspension, is installed in the chassis suspension system of the tractor. Through high-power electro-hydraulic or electromagnetic actuators, it independently and actively controls the vertical movement of each wheel. Without relying on traditional passive springs and shock absorbers, it can offset the impact of road bumps in real time and accurately suppress body roll and pitch.

[0029] Trlr, or Trailer Electronic Control System, is installed in the chassis of the tractor unit. It is used to monitor and coordinate the lighting signals, electronic control system, and driving stability of the trailer behind the trailer vehicle in real time through a dedicated trailer communication interface and braking algorithm.

[0030] EPS, or Electric Power Steering, is installed in the steering column or rack and pinion structure of the trailer vehicle to collect torque sensor and vehicle speed signals in real time.

[0031] CAN, or Control Area Network, is set up in the distributed electronic and electrical architecture of this trailer vehicle to enable data communication between control units such as the engine, chassis, and body through differential signal transmission via twisted-pair cables and a priority-based non-destructive arbitration mechanism.

[0032] The IMU, or Inertial Measurement Unit, is located in the chassis domain controller of the trailer vehicle and is used to collect the vehicle's linear and angular acceleration data in real time through a built-in three-axis accelerometer and a three-axis gyroscope.

[0033] In this embodiment, to ensure that the solution can be implemented normally, the trailer vehicle will initialize the above-mentioned components before departure to ensure that the components can work normally during driving.

[0034] In this embodiment, when in driving mode, the current driving parameters of the trailer include: steering wheel parameters, speed parameters, attitude parameters of the tractor and attitude parameters of the trailer. Among them, the velocity parameters include: lateral acceleration Longitudinal acceleration Speed The attitude parameters of the tractor unit include: the sideslip angle of the tractor unit's center of gravity. angular velocity of the center of gravity of the tractor The trailer's attitude parameters include: the trailer's center of gravity sideslip angle. angular velocity of the trailer's center of gravity slip Steering wheel parameters include: steering wheel angle. , .

[0035] It is understood that the driving parameters described above in this embodiment can intuitively reflect the current driving status of the trailer vehicle. Provided that all sensors support this, the more parameters that can be acquired, the more accurate the judgment of the current driving status of the trailer vehicle will be. Those skilled in the art can add or subtract parameters based on their own conditions.

[0036] Step S2: Based on the current driving parameters of the trailer vehicle, determine the current operating condition of the trailer vehicle and the total active lateral correction torque; Reference Figure 2 , Figure 2 This is a detailed flowchart of step S2 in the towed vehicle control method of this application.

[0037] like Figure 2 As shown, in this embodiment, step S2 further includes: Step S201: Obtain the target centroid sideslip angle based on the steering wheel parameters; In this embodiment, the current steering wheel angle of the trailer vehicle is obtained through the EPS. The steering wheel angle information is then transmitted to the IPB via the CAN bus, and based on this... The target's centroid sideslip angle is obtained. .

[0038] Step S202: Based on the speed parameters, the attitude parameters of the tractor, the target center of gravity sideslip angle, and the steering wheel parameters, obtain the lateral correction torque of the tractor; Specifically, step S202 includes: Step S2021: Obtain the offset of the center of gravity sideslip angle of the tractor vehicle based on the center of gravity sideslip angle of the tractor vehicle and the target center of gravity sideslip angle; In this embodiment, the IMU samples the state of the tractor and transmits the sampling results via the CAN bus to calculate the current actual sideslip angle of the tractor. and based on this and The calculation yielded the following results. and The difference between them is the offset of the center of gravity sideslip angle of the tractor. .

[0039] Step S2022: Based on the lateral acceleration, longitudinal acceleration, speed, sideslip angular velocity, steering wheel speed, and sideslip angular offset of the tractor, the lateral correction torque of the tractor is obtained.

[0040] Understandably, during the operation of this towed vehicle, different driving conditions determine the magnitude, direction, timing, and duration of the required corrective torque, i.e., the lateral corrective torque of the tractor unit. This is related to the current driving state of the trailer, specifically, to the current lateral acceleration of the trailer. Longitudinal acceleration Current vehicle speed The side slip angle offset of the tractor's center of gravity The sideslip angular velocity of the tractor's center of gravity and steering wheel angular velocity δ 'Related, i.e. .

[0041] in, For this The basic amplitude in, and the The change is related to the current lateral acceleration of the trailer vehicle. The growth is linear. The larger the value, the stronger the lateral inertial force the trailer is currently experiencing, requiring an increase in the required strength. To resist.

[0042] For this The steering tendency correction coefficient, and the Regarding the situation when the trailer is in a braking state, i.e. If the value is less than 0, then by setting the coefficient to be greater than 1, the value is increased. Conversely, when the trailer is accelerating, that is, when the trailer is accelerating... If the value is greater than or equal to 0, then by setting the coefficient to be less than 1, the value is reduced. .

[0043] For this The kinetic energy amplification factor in the middle, and the Related, that is With that The relationship is proportional; the faster the current speed of the trailer, the greater the potential for growth. The larger the value, the better.

[0044] For this The steady-state error feedback in the middle, and the Regarding, when the A value greater than 0 indicates that the actual sideslip angle of the tractor is greater than the expected value, meaning the tractor is currently in an oversteer state and requires the application of corrective torque to suppress oversteer; conversely, when the sideslip angle is greater than 0, the actual sideslip angle of the tractor is greater than the expected value. If the value is less than or equal to 0, it indicates that the tractor is currently understeering and requires the application of torque to improve steering.

[0045] For this The trend forecast feedforward in the middle, and the related, The sign and magnitude of the positive or negative value determine the urgency of the corrective torque, i.e., the... Size; the A value greater than 0 indicates that the tractor's current sideslip angle has increased, requiring immediate application of a corrective torque to counteract the yaw. Amplitude and Positive correlation; conversely, when the When the value is less than or equal to 0, it indicates that the side slip angle of the tractor is decreasing and the vehicle is in the process of returning to center. The correction can be reduced or stopped to prevent over-adjustment.

[0046] In addition, For this The logical judgment value in the middle, when the If the value is less than or equal to the preset value (e.g., 3°), it indicates that the tractor is currently in a stable state and no additional [measures] are required. Intervention, that is, the Equals 0; conversely, when When the value exceeds a certain preset value, it indicates that the rear of the tractor unit is sliding outwards at a faster rate, requiring additional... Intervention is used to adjust the vehicle's posture.

[0047] For this The driver in the middle intends to feed forward, and the This is relevant when the driver quickly turns the steering wheel, i.e. When the yaw rate increases, it indicates that the tractor is about to experience transient yaw overshoot. Even if the current yaw deviation of the trailer is not large, a corrective torque should be applied in advance, and feedforward control should be adopted.

[0048] It is understandable that in this application the For this , , , , and The results obtained under the combined effect, and the calculation of specific parameter coefficients, are derived from the optimal results obtained from several experiments. Those skilled in the art can adjust the parameters according to their own circumstances. The calculation method has been adjusted.

[0049] In one embodiment, to further reduce the computational burden on the trailer and improve its computational speed, step S2022 includes: Based on the above , , v , , and stated The above can be obtained by looking up the table. .

[0050] Specifically, it can be determined through preliminary experiments. , , v , , and and The correspondence between them is established, and a lookup table is created accordingly; based on this, input can be used to... , , v , , and The method of using a lookup table to determine the results corresponding to the above parameters is as follows. This significantly reduces the amount of computation required, increases the processing speed of the trailer, and consequently improves its response speed.

[0051] Step S203: Based on the speed parameters, the trailer's attitude parameters, the target center of gravity sideslip angle, and the steering wheel parameters, obtain the trailer's lateral correction torque; Specifically, in this embodiment, step S203 includes: Step S2031: Obtain the offset of the trailer's center of gravity sideslip angle based on the trailer's center of gravity sideslip angle and the target center of gravity sideslip angle; In this embodiment, similar to step S2021, the actual sideslip angle of the trailer's center of gravity is obtained through the IMU. and based on this and The side slip angle offset of the trailer's center of gravity was calculated. .

[0052] It is understood that in this embodiment, the offset of the center of gravity sideslip angle of the tractor and trailer is mainly obtained by acquiring the offset between the current target center of gravity sideslip angle of the trailer and the actual center of gravity sideslip angle of the tractor and trailer.

[0053] Step S2032: Based on the lateral acceleration, longitudinal acceleration, vehicle speed, trailer's center of gravity sideslip angular velocity, steering wheel speed, and trailer's center of gravity sideslip angular offset, obtain the trailer's lateral correction torque.

[0054] Similar to step S2022, in this embodiment the Also with that , , v , , δ and Related, that is

[0055] The principle is the same as step S2022, and will not be repeated here.

[0056] Similarly, in one embodiment, to improve the calculation speed of the trailer vehicle, step S2032 includes: Based on the above , , , , and stated The above can be obtained by looking up the table. .

[0057] Similar to step S2032 above, the determination is made through preliminary experiments. , , v , , and and The correspondence between them is established, and a lookup table is created accordingly; this can be done by inputting... , , v , , and The method of using a lookup table to determine the results corresponding to the above parameters is as follows. .

[0058] Step S204: Obtain the total active lateral correction torque based on the lateral correction torque of the tractor and the lateral correction torque of the trailer.

[0059] Specifically, in this embodiment, + .

[0060] It is understandable that in this embodiment, For this and The sum of arithmetic operations, which can also be derived by those skilled in the art based on and This is obtained through logical operations or other weighted calculation methods. .

[0061] It is understood that the lateral correction torque is the rotational torque about the vehicle's center of gravity Z-axis. In this embodiment, the total active lateral correction torque... Let yaw moment be the yaw moment of rotation about the Z-axis of the articulation point between the tractor and the trailer, where The yaw moment generated by the tractor unit rotating around the Z-axis at the articulation point; This refers to the yaw moment generated by the trailer as it rotates around the Z-axis at the hinge point.

[0062] In this embodiment, the yaw moment generated by the tractor unit rotating around the Z-axis of the hinge point mainly originates from the lateral yaw moment acting on the wheel ends of the tractor unit and the lateral yaw moment acting on the axle of the tractor unit; the yaw moment generated by the trailer unit rotating around the Z-axis of the hinge point mainly originates from the lateral yaw moment acting on the trailer unit. The combined effect of these three factors ensures the overall stability of the towed vehicle.

[0063] Step S205: Determine the current operating condition based on the current driving parameters of the trailer vehicle; In one embodiment, the trailer vehicle has four main operating conditions: low-speed large turning angle operating condition, medium-speed wet and slippery road surface operating condition, high-speed operating condition, and emergency operating condition. The low-speed, large-angle driving condition, high-speed driving condition, and emergency driving condition can be monitored by this. , , , , and the It is confirmed that by setting the judgment threshold of the above parameters, the basic operating conditions of the trailer vehicle can be determined.

[0064] For medium-speed wet and slippery road conditions, especially regarding the judgment of the degree of road slipperiness, in one embodiment, the current slipperiness of the road surface can be confirmed by obtaining the wheel speed and the reference vehicle speed.

[0065] When the road surface adhesion coefficient is low, the maximum driving force and maximum braking force that the tires can transmit will also decrease accordingly. Under the same driving force, the slip ratio of the wheels on low-adhesion surfaces will be significantly higher than that on high-adhesion surfaces; this difference is most pronounced when the wheels are just about to enter the slip threshold state. Therefore, the current slip ratio of the towed vehicle can be obtained by measuring the difference between the wheel speed and the reference vehicle speed. The higher the slip ratio, the lower the current road surface adhesion coefficient and the more slippery the current road surface. Those skilled in the art can determine the current road surface conditions by setting a threshold for this adhesion coefficient.

[0066] Step S3: Determine the distribution scheme of the active lateral correction total torque at each position of the trailer vehicle based on the current operating conditions; In one embodiment, step S3 includes: refer to Figure 3 As shown, if the current operating condition is a low-speed, large-angle operating condition, then the allocation scheme is the first allocation scheme, wherein the first allocation scheme includes: The total active lateral correction torque is distributed entirely to the wheel ends of the tractor.

[0067] In this embodiment, when the trailer is in a low-speed, large-angle driving condition, the lateral force generated by the wheels is minimal and insufficient to cause significant changes in the vehicle's posture. The vehicle's trajectory is essentially aligned with the direction of the wheels. In this situation, only an appropriate lateral correction torque needs to be distributed to the wheel ends of the tractor to meet the stable driving requirements of the trailer without the need for additional braking force, thus avoiding any jerking sensation and improving driving comfort.

[0068] refer to Figure 3 As shown, if the current working condition is a medium-speed wet and slippery road surface condition, then the allocation scheme is the second allocation scheme, wherein the second allocation scheme includes: The total active lateral correction torque is divided into a first active lateral correction torque and a second active lateral correction torque; The first active lateral correction torque is distributed to the axle of the tractor vehicle; The second active lateral correction torque is distributed to the wheel ends of the tractor.

[0069] In this embodiment, when the trailer is operating on a medium-speed, wet, slippery road surface, the road adhesion coefficient is significantly reduced, making the friction between the tires and the ground weak. This makes the trailer highly susceptible to hydroplaning, causing the tires to lose most of their lateral grip. In this state, the tractor will sideslip due to inertia. Once the trailer turns or encounters a crosswind, centrifugal force will quickly cause the vehicle to tilt. Because the ground is slippery, the tires cannot provide sufficient lateral support to resist this tilt. The trailer is not only prone to losing control and "folding" or "fishtailing," but also faces the risk of rollover due to its high center of gravity.

[0070] In this embodiment, the total active lateral correction torque is distributed to the axle of the tractor and the wheel ends of the tractor to overcome the sideslip caused by the wet road surface and maintain the stability of the trailer.

[0071] refer to Figure 3 As shown, if the current operating condition is a high-speed operating condition, then the allocation scheme is the third allocation scheme, wherein the third allocation scheme includes: The total active lateral correction torque is divided into a third active lateral correction torque and a fourth active lateral correction torque; The third active lateral correction torque is distributed to the wheel ends of the tractor. The fourth active lateral correction torque is distributed to the trailer axle.

[0072] In this embodiment, when the trailer is operating at high speed, the air resistance it faces increases further. Unstable airflow generates lift and lateral thrust on the trailer, causing slight fluctuations in the articulation angle between the tractor and trailer. These fluctuations are amplified at high speeds, inducing the trailer to sway. Simultaneously, high-speed travel means the vehicle possesses enormous kinetic energy. Any emergency braking or evasive maneuvers will cause a longitudinal transfer of load between the tractor and trailer. If not properly controlled, the trailer, due to its immense inertia, will push against the tractor, causing the entire vehicle to lose directional stability.

[0073] In response to this working condition, this application distributes the active lateral correction torque to the wheel ends of the tractor and the axle of the trailer. These two forces rotate around the Z-axis of the hinge point between the tractor and the trailer, counteracting the yaw force generated by the trailer at high speed, thereby maintaining the overall stability of the towed vehicle and preventing the towed vehicle from becoming unstable due to the swaying of the trailer.

[0074] refer to Figure 3 As shown, if the current working condition is an emergency working condition, then the allocation scheme is the fourth allocation scheme, wherein the fourth allocation scheme includes: The total active lateral correction torque is divided into a fifth active lateral correction torque, a sixth active lateral correction torque, and a seventh active lateral correction torque; The fifth active lateral correction torque is distributed to the wheel ends of the tractor. The sixth active lateral correction torque is distributed to the axle of the tractor vehicle; The seventh active lateral correction torque is distributed to the trailer axle.

[0075] In this embodiment, when the trailer is in an emergency, it means that the trailer is undergoing rapid deceleration or extreme avoidance at extremely high speeds. The huge inertia will cause the load to undergo extreme longitudinal and lateral transfer in a very short time.

[0076] In response to this working condition, this application simultaneously distributes the total active lateral correction torque to the wheel ends of the tractor, the axle of the tractor, and the axle of the trailer. The three forces rotate in the same direction around the Z-axis of the articulation point between the tractor and the trailer, forming a combined force to resist the lateral torque generated in the emergency, ensuring that the towed vehicle remains stable.

[0077] Step S4: Control the trailer vehicle based on the allocation scheme; In this embodiment, the control method corresponding to the first allocation scheme is as follows: Based on the active lateral correction total torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor.

[0078] In this embodiment, based on the first allocation scheme, the FAS of the tractor is controlled to apply a torque perpendicular to the ground to the wheel end of the tractor, which indirectly changes the lateral stiffness of the tractor wheel and generates a lateral yaw moment acting on the wheel end of the tractor, thereby ensuring that the trailer remains stable under low-speed, large-angle conditions.

[0079] In this embodiment, the control method corresponding to the second allocation scheme is as follows: Based on the first active lateral correction torque, the braking system of the tractor is controlled to generate a lateral yaw moment acting on the axle of the tractor. Based on the second active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor.

[0080] Regarding the second allocation scheme, in this embodiment, by combining the FAS of the tractor with the braking system of the tractor, when the vehicle veers, the trailer will control the FAS of the tractor to apply a torque perpendicular to the ground. The magnitude of this torque depends on the magnitude of the first active lateral correction torque, changing the load on the wheels of the tractor and indirectly affecting the lateral stiffness of the wheels of the tractor, generating a lateral yaw moment acting on the wheel ends of the tractor, i.e., the first active lateral correction torque. At the same time, it will control the braking system of the tractor to generate a unilateral braking force. The magnitude of this braking force depends on the magnitude of the second active lateral correction torque, creating a speed difference between the two wheels of the tractor. Under the action of the speed difference, the tractor will generate a lateral yaw moment acting on the axle of the tractor, i.e., the second active lateral correction torque, adjusting the driving trajectory of the trailer. Under the combined action of the two, it is ensured that the trailer can still drive smoothly under medium-speed wet and slippery road conditions.

[0081] In this embodiment, the control method corresponding to the third allocation scheme is as follows: Based on the third active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor. Based on the fourth active lateral correction torque, the braking system of the trailer is controlled to generate a lateral yaw moment acting on the axle of the trailer.

[0082] Regarding the third allocation scheme, this application adopts a combination of the tractor's FAS (Fast Actuation System) and the trailer's braking system. When the trailer is at high speed and deviates, the tractor's FAS generates a torque perpendicular to the ground, the magnitude of which depends on the magnitude of the third active lateral correction torque, thus generating a lateral yaw moment acting on the tractor's wheel ends, i.e., the third active lateral correction torque. Simultaneously, the trailer's braking system generates a unilateral braking force, creating a speed difference between the two wheels of the trailer, and using this speed difference to generate a lateral yaw moment acting on the trailer's axle, i.e., the fourth active lateral correction torque, to suppress the trailer's sway. These two forces rotate in the same direction around the Z-axis of the tractor-trailer articulation point, counteracting the yaw force generated by the trailer at high speed, ensuring that the trailer remains stable even at high speeds.

[0083] In this embodiment, the control method corresponding to the fourth allocation scheme is as follows: Based on the fifth active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor. Based on the sixth active lateral correction torque, the braking system of the tractor is controlled to generate a lateral yaw moment acting on the axle of the tractor. based on The seventh active lateral correction torque controls the trailer's braking system to generate a lateral yaw moment acting on the trailer's axle.

[0084] In this embodiment, for the fourth allocation scheme, the FAS (Flexible Angle System), the braking system of the tractor, and the braking system of the trailer work together. The FAS applies a torque perpendicular to the ground to the wheel ends of the tractor, generating a lateral yaw moment acting on the wheel ends of the tractor, i.e., the fifth active lateral correction torque. The braking system of the tractor applies braking force to one side of the wheel of the tractor, generating a lateral yaw moment acting on the axle of the tractor, i.e., the sixth active lateral correction torque. The braking system of the trailer applies braking force to the wheel of the trailer, generating a lateral yaw moment acting on the axle of the trailer, i.e., the seventh active lateral correction torque. These three forces rotate around the Z-axis of the articulation point of the tractor and the trailer under the transmission effect, controlling the overall stability of the trailer and making the trailer controllable even in an emergency.

[0085] In this embodiment, the driving parameters of the tractor and trailer are monitored separately, and the total active lateral correction torque is determined based on these driving parameters. Based on the current operating conditions of the trailer vehicle, determine the total active lateral correction torque. The distribution method at various locations on the trailer; finally, based on this active lateral correction total torque. The allocation method at each position of the trailer simultaneously issues control commands to both the tractor and the trailer, achieving synchronous control of the tractor and trailer attitudes under different working conditions. This solves the technical problems in related technologies where trailer control cannot simultaneously adapt to multiple complex working conditions and where the tractor and trailer attitudes are not synchronized.

[0086] Secondly, embodiments of this application also provide a towed vehicle control device.

[0087] In one embodiment, reference is made to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of the towed vehicle control device of this application. Figure 4 As shown, the towed vehicle control device includes: The acquisition module is used to acquire the current driving parameters of the trailer vehicle; The calculation module is used to determine the current operating condition of the trailer and the total active lateral correction torque based on the current driving parameters of the trailer. The determination module is used to determine the distribution scheme of the active lateral correction total torque at various positions of the trailer based on the current operating conditions; A control module is used to control the trailer vehicle based on the allocation scheme.

[0088] Furthermore, in one embodiment, the determining module is used to: If the current operating condition is a low-speed, large-angle operating condition, then the allocation scheme is the first allocation scheme, wherein the first allocation scheme includes: The total active lateral correction torque is distributed entirely to the wheel ends of the tractor.

[0089] Furthermore, in one embodiment, the control module is used for: Based on the active lateral correction total torque, the fully active suspension of the tractor is controlled to apply a torque perpendicular to the ground to the wheel ends of the tractor.

[0090] Furthermore, in one embodiment, the determining module is used to: If the current working condition is a medium-speed wet and slippery road surface condition, then the allocation scheme is the second allocation scheme, wherein the second allocation scheme includes: The total active lateral correction torque is divided into a first active lateral correction torque and a second active lateral correction torque; The first active lateral correction torque is distributed to the axle of the tractor vehicle; The second active lateral correction torque is distributed to the wheel ends of the tractor.

[0091] Furthermore, in one embodiment, the control module is used for: Based on the first active lateral correction torque, the braking system of the tractor is controlled to generate a lateral yaw moment acting on the axle of the tractor. Based on the second active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor.

[0092] Furthermore, in one embodiment, the determining module is used to: If the current operating condition is a high-speed operating condition, then the allocation scheme is the third allocation scheme, wherein the third allocation scheme includes: The total active lateral correction torque is divided into a third active lateral correction torque and a fourth active lateral correction torque; The third active lateral correction torque is distributed to the wheel ends of the tractor. The fourth active lateral correction torque is distributed to the trailer axle.

[0093] Furthermore, in one embodiment, the control module is used for: Based on the third active lateral correction torque, the fully active suspension of the tractor is controlled to apply a torque perpendicular to the ground to the wheel end of the tractor. Based on the fourth active lateral correction torque, the braking system of the trailer is controlled to generate a unilateral braking torque.

[0094] Furthermore, in one embodiment, the determining module is used to: If the current operating condition is an emergency operating condition, then the allocation scheme is the fourth allocation scheme, wherein the fourth allocation scheme includes: The total active lateral correction torque is divided into a fifth active lateral correction torque, a sixth active lateral correction torque, and a seventh active lateral correction torque; The fifth active lateral correction torque is distributed to the wheel ends of the tractor. The sixth active lateral correction torque is distributed to the axle of the tractor vehicle; The seventh active lateral correction torque is distributed to the trailer axle.

[0095] Furthermore, in one embodiment, the control module is used for: Based on the fifth active lateral correction torque, the fully active suspension of the tractor is controlled to apply a torque perpendicular to the ground to the wheel end of the tractor. Based on the sixth active lateral correction torque, the braking system of the tractor is controlled to generate a unilateral braking torque; Based on the seventh active lateral correction torque, the braking system of the trailer is controlled to generate a unilateral braking torque.

[0096] Furthermore, in one embodiment, the acquisition module is used to: The current driving parameters of the towed vehicle include: steering wheel parameters, speed parameters, attitude parameters of the tractor and the trailer. This computing module is used for: The target centroid sideslip angle is obtained based on the steering wheel parameters; Based on the speed parameters, the attitude parameters of the tractor, the target center of gravity sideslip angle, and the steering wheel parameters, the lateral correction torque of the tractor is obtained. Based on the speed parameters, the trailer's attitude parameters, the target center of gravity sideslip angle, and the steering wheel parameters, the lateral correction torque of the trailer is obtained. The total active lateral correction torque is obtained based on the lateral correction torque of the tractor and the lateral correction torque of the trailer.

[0097] Furthermore, in one embodiment, the acquisition module is used to: The current driving parameters of the towed vehicle are obtained, including: steering wheel parameters, speed parameters, attitude parameters of the tractor and the attitude parameters of the trailer. The steering wheel parameters include steering wheel speed, and the speed parameters include lateral acceleration, longitudinal acceleration and vehicle speed. The attitude parameters of the tractor include the sideslip angle of the tractor and the sideslip angular velocity of the tractor. This computing module is used for: The offset of the center of gravity sideslip angle of the tractor is obtained based on the center of gravity sideslip angle of the tractor and the target center of gravity sideslip angle; The lateral correction torque of the tractor is obtained based on the lateral acceleration, longitudinal acceleration, speed, sideslip angular velocity, steering wheel speed, and sideslip angular offset of the tractor.

[0098] Furthermore, in one embodiment, the acquisition module is used to: The current driving parameters of the towed vehicle are obtained, including: steering wheel parameters, speed parameters, attitude parameters of the tractor and attitude parameters of the trailer. The steering wheel parameters include steering wheel speed, and the speed parameters include lateral acceleration, longitudinal acceleration and vehicle speed. The attitude parameters of the trailer include the trailer's sideslip angle and the trailer's sideslip angular velocity. This computing module is used for: The offset of the trailer's center of gravity sideslip angle is obtained based on the trailer's center of gravity sideslip angle and the target center of gravity sideslip angle; Based on the lateral acceleration, longitudinal acceleration, vehicle speed, trailer's center of gravity sideslip angular velocity, steering wheel speed, and trailer's center of gravity sideslip angular offset, the lateral correction torque of the trailer is obtained.

[0099] The functions of each module in the aforementioned trailer vehicle control device correspond to the steps in the aforementioned trailer vehicle control method embodiment, and their functions and implementation processes will not be described in detail here.

[0100] Thirdly, embodiments of this application provide a trailer vehicle, including a tractor, a trailer towed by the tractor, and any of the trailer vehicle control devices described in the above embodiments. In conjunction with the third aspect, embodiments of this application provide a trailer vehicle, including a tractor, a fully active suspension mounted on the tractor, and any of the trailer vehicle control devices described in the above embodiments; Fourthly, embodiments of this application provide a trailer vehicle control device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0101] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of the trailer vehicle control device involved in the embodiments of this application. In the embodiments of this application, the trailer vehicle control device may include a processor, a memory, a communication interface, and a communication bus.

[0102] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0103] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used to interconnect devices within the trailer control equipment, as well as interfaces used to interconnect the trailer control equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0104] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0105] The processor can be a general-purpose processor, which can call the trailer control program stored in the memory and execute the trailer control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the trailer control program is called can be referred to in the various embodiments of the trailer control method of this application, and will not be repeated here.

[0106] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0107] Fifthly, embodiments of this application also provide a computer-readable storage medium.

[0108] The computer-readable storage medium of this application stores a trailer vehicle control program, wherein when the trailer vehicle control program is executed by a processor, it implements the steps of the trailer vehicle control method as described above.

[0109] The method implemented when the trailer vehicle control program is executed can be referred to in various embodiments of the trailer vehicle control method of this application, and will not be repeated here.

[0110] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0111] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0112] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0113] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0114] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0115] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0116] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for controlling a towed vehicle, characterized in that, The trailer vehicle includes a tractor and a trailer towed by the tractor, and the trailer vehicle control method includes: Obtain the current driving parameters of the towed vehicle; Based on the current driving parameters of the trailer vehicle, determine the current operating condition of the trailer vehicle and the total active lateral correction torque. Based on the current operating conditions, determine the distribution scheme of the active lateral correction total torque at each position of the trailer vehicle; The trailer vehicle is controlled based on the allocation scheme.

2. The method for controlling a towed vehicle as described in claim 1, characterized in that, The step of determining the distribution scheme of the active lateral correction total torque at various positions of the trailer based on the current operating conditions includes: If the current operating condition is a low-speed, large-angle operating condition, then the allocation scheme is the first allocation scheme, wherein the first allocation scheme includes: The total active lateral correction torque is distributed entirely to the wheel ends of the tractor.

3. The method for controlling a towed vehicle as described in claim 2, characterized in that, The control of the trailer vehicle based on the allocation scheme includes: Based on the active lateral correction total torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor.

4. The method for controlling a towed vehicle as described in claim 1, characterized in that, The step of determining the distribution scheme of the active lateral correction total torque at various positions of the trailer based on the current operating conditions includes: If the current working condition is a medium-speed wet and slippery road surface condition, then the allocation scheme is the second allocation scheme, wherein the second allocation scheme includes: The total active lateral correction torque is divided into a first active lateral correction torque and a second active lateral correction torque; The first active lateral correction torque is distributed to the axle of the tractor vehicle; The second active lateral correction torque is distributed to the wheel ends of the tractor.

5. The towed vehicle control method as described in claim 4, characterized in that, The control of the trailer vehicle based on the allocation scheme includes: Based on the first active lateral correction torque, the braking system of the tractor is controlled to generate a lateral yaw moment acting on the axle of the tractor. Based on the second active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor.

6. The method for controlling a towed vehicle as described in claim 1, characterized in that, The step of determining the distribution scheme of the active lateral correction total torque at various positions of the trailer based on the current operating conditions includes: If the current operating condition is a high-speed operating condition, then the allocation scheme is the third allocation scheme, wherein the third allocation scheme includes: The total active lateral correction torque is divided into a third active lateral correction torque and a fourth active lateral correction torque; The third active lateral correction torque is distributed to the wheel ends of the tractor. The fourth active lateral correction torque is distributed to the trailer axle.

7. The method for controlling a towed vehicle as described in claim 6, characterized in that, The control of the trailer vehicle based on the allocation scheme includes: Based on the third active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor. Based on the fourth active lateral correction torque, the braking system of the trailer is controlled to generate a lateral yaw moment acting on the axle of the trailer.

8. The method for controlling a towed vehicle as described in claim 1, characterized in that, The step of determining the distribution scheme of the active lateral correction total torque at various positions of the trailer based on the current operating conditions includes: If the current operating condition is an emergency operating condition, then the allocation scheme is the fourth allocation scheme, wherein the fourth allocation scheme includes: The total active lateral correction torque is divided into a fifth active lateral correction torque, a sixth active lateral correction torque, and a seventh active lateral correction torque; The fifth active lateral correction torque is distributed to the wheel ends of the tractor. The sixth active lateral correction torque is distributed to the axle of the tractor vehicle; The seventh active lateral correction torque is distributed to the trailer axle.

9. The method for controlling a towed vehicle as described in claim 8, characterized in that, The control of the trailer vehicle based on the allocation scheme includes: Based on the fifth active lateral correction torque, the fully active suspension of the tractor is controlled to generate a lateral yaw moment acting on the wheel ends of the tractor. Based on the sixth active lateral correction torque, the braking system of the tractor is controlled to generate a lateral yaw moment acting on the axle of the tractor. Based on the seventh active lateral correction torque, the braking system of the trailer is controlled to generate a lateral yaw moment acting on the axle of the trailer.

10. The method for controlling a towed vehicle as described in claim 1, characterized in that, The current driving parameters include steering wheel parameters, speed parameters, tractor attitude parameters, and trailer attitude parameters; determining the current operating condition of the trailer and its active lateral correction total torque based on the current driving parameters of the trailer includes: The target centroid sideslip angle is obtained based on the steering wheel parameters; Based on the speed parameters, the attitude parameters of the tractor, the target center of gravity sideslip angle, and the steering wheel parameters, the lateral correction torque of the tractor is obtained. Based on the speed parameters, the trailer's attitude parameters, the target center of gravity sideslip angle, and the steering wheel parameters, the lateral correction torque of the trailer is obtained. The total active lateral correction torque is obtained based on the lateral correction torque of the tractor and the lateral correction torque of the trailer.

11. The method for controlling a towed vehicle as described in claim 10, characterized in that, The steering wheel parameters include steering wheel speed, and the speed parameters include lateral acceleration, longitudinal acceleration, and vehicle speed; the tractor's attitude parameters include the tractor's sideslip angle and the tractor's sideslip angular velocity; the lateral correction torque of the tractor is obtained based on the speed parameters, the tractor's attitude parameters, the target sideslip angle, and the steering wheel parameters, including: The offset of the center of gravity sideslip angle of the tractor is obtained based on the center of gravity sideslip angle of the tractor and the target center of gravity sideslip angle; The lateral correction torque of the tractor is obtained based on the lateral acceleration, longitudinal acceleration, speed, sideslip angular velocity, steering wheel speed, and sideslip angular offset of the tractor.

12. The method for controlling a towed vehicle as described in claim 10, characterized in that, The steering wheel parameters include steering wheel speed, and the speed parameters include lateral acceleration, longitudinal acceleration, and vehicle speed; the trailer attitude parameters include the trailer's sideslip angle and sideslip angular velocity; the lateral correction torque of the trailer, based on the speed parameters, the trailer attitude parameters, the target sideslip angle, and the steering wheel parameters, is obtained by: The offset of the trailer's center of gravity sideslip angle is obtained based on the trailer's center of gravity sideslip angle and the target center of gravity sideslip angle; Based on the lateral acceleration, longitudinal acceleration, vehicle speed, trailer's center of gravity sideslip angular velocity, steering wheel speed, and trailer's center of gravity sideslip angular offset, the lateral correction torque of the trailer is obtained.

13. A control device for a towed vehicle, the towed vehicle comprising a tractor and a trailer towed by the tractor, characterized in that, The towed vehicle control device includes: The acquisition module is used to acquire the current driving parameters of the trailer vehicle; The calculation module is used to determine the current operating condition of the trailer and the total active lateral correction torque of the trailer based on the current driving parameters. The determination module is used to determine the distribution scheme of the active lateral correction total torque at various positions of the trailer based on the current operating conditions; A control module is used to control the trailer vehicle based on the allocation scheme.

14. A tractor unit for towing a trailer, forming a towed vehicle with the trailer, characterized in that, The tractor unit is also used for: Obtain the current driving parameters of the towed vehicle; Based on the current driving parameters of the trailer vehicle, determine the current operating condition of the trailer vehicle and the total active lateral correction torque. Based on the current operating conditions, determine the distribution scheme of the active lateral correction total torque at each position of the trailer vehicle; The trailer vehicle is controlled based on the allocation scheme.

Images