Vehicle corner module system with integrated wheel-end six-axis force sensing and evaluation method

Abstract

The application provides a vehicle angle module system and an evaluation method for fusing wheel end six-dimensional force sensing, belongs to the technical field of intelligent vehicles and chassis-by-wire, and comprises a wheel angle module integrated with a hub, a hub motor, a brake-by-wire device, a steering device, a main suspension actuator, a six-dimensional force sensor and a built-in signal processor; the six-dimensional force sensor is fixed between the connection interface of the hub motor and the hub in a coaxial hard connection mode; the built-in signal processors of each set of the wheel angle module are in communication connection with the upper controller through a vehicle-mounted high-speed communication bus. The vehicle angle module system and the evaluation method for fusing wheel end six-dimensional force sensing solve the problems of sensing hysteresis, bloated execution mechanism and misjudgment of working conditions of the existing chassis system.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicle and chassis drive-by-wire technology, and in particular to a vehicle corner module system and evaluation method that integrates six-dimensional force perception at the wheel ends. Background Technology

[0002] With the rapid iteration of intelligent vehicle drive-by-wire chassis technology, wheel angle modules integrating drive, braking, steering, and active suspension have become the mainstream development direction for high-level autonomous driving chassis. Currently, mainstream chassis control systems generally rely on onboard inertial measurement units to collect vehicle motion data and indirectly deduce the force state between the tires and the road surface by combining it with a vehicle dynamics model. This entire perception chain suffers from multiple layers of physical transmission losses. The elastic buffering of sprung and unsprung components further amplifies data lag, making it impossible for the controller to obtain the real six-dimensional force load of a single wheel in real time. Wheel-end force data exhibits significant delays and calculation errors, resulting in delayed chassis drive-by-wire intervention responses, insufficient smoothness, and difficulty in meeting the real-time control requirements under extreme driving conditions.

[0003] Existing chassis control strategies lack a foundation for high-precision transient load perception of individual wheels, making their condition identification logic prone to misjudgment and posing significant driving safety hazards. Conventional control algorithms only analyze vehicle roll and pitch states separately, without establishing a quantitative discrimination mechanism for single-wheel load differences. This makes it impossible to accurately identify extreme dangerous states such as sudden increases in single-wheel load or one wheel approaching airborne conditions. When a single wheel runs over a protruding obstacle on the road while the vehicle is in motion, the instantaneous load change signal is easily misjudged by the system as a loss of control conditions such as vehicle sideslip or load imbalance, triggering unnecessary braking and suspension stiffness adjustment interventions. In complex driving conditions where braking and steering occur simultaneously, traditional algorithms cannot distinguish between single load transfer and complex load compression states, resulting in insufficient hazard identification accuracy and significantly reducing the vehicle's extreme avoidance capabilities.

[0004] Traditional corner module actuator designs have inherent limitations, making them unsuitable for highly integrated, high-frequency, and precise control requirements. Existing steering and active suspension systems often employ hydraulic transmissions or conventional rack and pinion / ball screw transmissions, resulting in bulky structures with high space occupancy, hindering miniaturized integration of corner modules. Furthermore, the point-contact force-bearing structure of the transmission pairs leads to weak load-bearing capacity and impact resistance, slow transient response, and limited suspension and steering stiffness adjustment ranges. Under extreme conditions with massive single-wheel load impacts, the mechanism is prone to deformation and response attenuation, unable to coordinate with high-precision wheel-end force sensing to output high-stiffness, high-frequency adjustment actions, thus limiting the ultimate control performance of the drive-by-wire chassis. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle angle module system and evaluation method that integrates six-dimensional force perception at the wheel ends, which solves the problems of perception lag, bulky actuators, and easy misjudgment of working conditions in existing chassis systems.

[0006] To achieve the above objectives, the present invention provides a vehicle corner module system integrating six-dimensional force sensing at the wheel ends, including an upper controller and four independently arranged wheel corner modules (left front, right front, left rear, and right rear). Each wheel corner module integrates a wheel hub, a wheel hub motor, a brake-by-wire device, a steering device, an active suspension actuator, a six-dimensional force sensor, and a built-in signal processor. The six-dimensional force sensor is fixed to the connection interface between the wheel hub motor and the wheel hub via a coaxial rigid connection. The built-in signal processor of each wheel corner module is communicatively connected to the upper controller via an onboard high-speed communication bus.

[0007] Preferably, the active suspension actuator uses a planetary roller screw as the stiffness adjustment actuator.

[0008] Preferably, the steering device uses a reverse planetary roller screw as the steering actuator, and the axis of the reverse planetary roller screw is set perpendicular to the side of the tire.

[0009] Preferably, the upper-level controller has a built-in preprocessing module and a state evaluation module; the preprocessing module is used to receive and process the force signals uploaded by each wheel corner module, and the state evaluation module is used to perform vehicle driving condition determination and dynamic state evaluation.

[0010] A vehicle evaluation method integrating six-dimensional force perception at the wheel ends includes the following steps: S1. The vertical normal force of the corresponding wheel is collected in real time by the six-dimensional force sensors of the four wheels, and the total transient vertical load of the whole vehicle and the vertical load ratio of each single wheel are calculated. S2. Sort the vertical load percentages of the four single wheels numerically, extract the maximum load percentage and the second largest load percentage, and calculate the load isolation degree. S3. Introduce longitudinal and lateral accelerations collected by inertial measurement units, and perform joint logic verification in conjunction with load isolation degree to distinguish between composite load transfer conditions and non-composite load transfer conditions. S4. Based on the determined working condition type, conduct a graded assessment of the severity of the working condition using the corresponding evaluation indicators.

[0011] Preferably, the specific determination logic for S3 is as follows: When the load isolation degree is greater than the preset threshold and longitudinal acceleration and lateral acceleration exist simultaneously, the vehicle is determined to enter the composite load transfer condition. When the load isolation degree is greater than the preset threshold but does not meet the condition that dual-axis acceleration exists simultaneously, it is judged as a single-wheel obstacle crossing transient interference and classified as a non-composite load transfer condition. All other cases are classified as non-composite load transfer conditions.

[0012] Preferably, in S4, for non-composite load transfer conditions, the lateral load transfer rate and the longitudinal load transfer rate are calculated separately; the roll degree level is divided based on the absolute value of the lateral load transfer rate, and the pitch degree level is divided based on the absolute value of the longitudinal load transfer rate.

[0013] Preferably, in S4, for the combined load transfer condition, the severity level of the combined load transfer is divided based on the proportion of the maximum load on a single wheel.

[0014] Preferably, the method further includes locking the wheel angle module corresponding to the maximum load percentage when the assessment result reaches an extremely dangerous level, issuing a suspension maximum stiffness adjustment command to it, and coordinating with the four wheel hub motors to perform torque redistribution.

[0015] Therefore, the present invention employs the above-mentioned vehicle angle module system and evaluation method that integrates six-dimensional force perception at the wheel ends, and the technical effects are as follows: 1. To address the issues of lag and error in the indirect calculation of tire force and sensing by existing chassis relying on IMU combined with dynamic models, this system places a six-dimensional force sensor coaxially at the interface between the wheel hub motor and the wheel hub. This sensor directly collects the six-dimensional force at the wheel end, bypassing the suspension buffer elements. Combined with the built-in signal processor in the corner module, it completes real-time filtering and calculation, eliminating data transmission lag caused by elastic components. This results in high signal-to-noise ratio and zero-delay raw data of the wheel end force, making the chassis drive-by-wire adjustment smoother and more precise.

[0016] 2. To address the issues of traditional assessment methods lacking single-wheel transient load quantification logic, easily misjudging single-wheel obstacle-crossing impacts as vehicle loss of control, and failing to accurately identify single-wheel airborne risks, this assessment method proposes an isolation degree ΔP discrimination mechanism and combines IMU longitudinal and lateral acceleration signals for joint verification to distinguish between composite conditions involving single load transfer and braking / steering superposition; it also uses the maximum load percentage P... max Replace the minimum load percentage P that is susceptible to noise interference min As a benchmark for evaluating composite operating conditions, it is combined with graded and quantified LTR and LLTR evaluation standards to avoid control mis-triggering caused by road disturbances from the algorithm level, accurately identify various extreme dangerous driving states, and improve the vehicle's active risk avoidance capability.

[0017] 3. Addressing the issues of traditional steering and active suspension actuators being bulky, having weak load-bearing capacity due to point contact transmission, slow response, and difficulty in adapting to the compact layout of corner modules and the demands of high-frequency precision control, the active suspension employs planetary roller screws, and the steering system uses reverse planetary roller screws. This changes the transmission pair from point contact to line contact, reducing the size of the mechanism and achieving a highly integrated layout of corner modules while improving the mechanism's load-bearing capacity, transient response speed, and impact resistance life. It can quickly respond to extreme operating conditions based on P... maxThe maximum stiffness adjustment command issued during the early warning, combined with the torque distribution of the four-wheel motors, stabilizes the vehicle's posture. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the physical structure of a vehicle corner module system provided in one embodiment of the present invention; Figure 2 This is a diagram illustrating the overall data flow framework of a control system according to an embodiment of the present invention. Figure 3 This is a flowchart illustrating the vehicle status assessment and misjudgment prevention logic of one embodiment of the present invention.

[0019] Figure Labels 1. Hub motor; 2. Active suspension; 3. Steering system; 4. Six-dimensional force sensor. Detailed Implementation

[0020] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0021] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains.

[0022] Example 1 like Figures 1-2 As shown, the present invention provides a vehicle corner module system that integrates six-dimensional force sensing at the wheel end. It consists of an upper controller and four independently arranged wheel corner modules: left front, right front, left rear, and right rear. Each corner module highly integrates a wheel hub, wheel hub motor 1, brake-by-wire, steering device 3, active suspension 2 actuator, six-dimensional force sensor 4, and built-in signal processor, forming an independent functional unit that integrates driving, braking, steering, suspension adjustment, and force sensing.

[0023] The six-dimensional force sensor 4 is fixedly installed coaxially between the hub motor 1 and the hub interface. This arrangement directly bypasses the elastic damping buffer of the active suspension 2, enabling zero-hysteresis and high-frequency response to directly acquire three-dimensional force and torque information of the tire-road contact area. This avoids the attenuation, delay, and distortion of force signals caused by suspension elastic deformation, ensuring that the acquired wheel-end mechanical data accurately reflects the actual force state of the tire contact with the ground. By placing the six-dimensional force sensor 4 at the connection interface between the hub and the hub motor 1, bypassing the suspension buffer to directly acquire tire contact mechanical information, the signal transmission hysteresis and amplitude attenuation caused by suspension elasticity and damping components are eliminated at the physical level. This allows for the output of high-frequency, distortion-free wheel-end six-dimensional force data, providing high-fidelity sensory input for vehicle dynamics control and significantly improving the accuracy of road feel recognition, tire condition monitoring, and driving condition judgment.

[0024] The active suspension 2 actuator uses a planetary roller screw as the stiffness adjustment mechanism. Dynamic adjustment of suspension stiffness is achieved through screw transmission, leveraging the high load-bearing capacity, high stiffness, and high precision transmission characteristics of the planetary roller screw to ensure adjustment accuracy and response speed. The steering system 3 uses a reverse planetary roller screw with its axis perpendicular to the tire sidewall as the steering actuator. The linear thrust output by the screw drives the wheel to complete the steering action, adapting to the refined control requirements of steer-by-wire. Both the active suspension 2 and the steering system employ planetary roller screw-type actuators, combining high load-bearing capacity, high transmission stiffness, and rapid response characteristics. They can accurately and quickly execute upper-level control commands, achieving refined dynamic adjustment of suspension stiffness and wheel angle, effectively improving vehicle handling stability, ride comfort, and steering follow-through.

[0025] Each corner module's built-in signal processor can filter, preprocess, and perform mechanical calculations on the raw data collected by the six-dimensional force sensors 4. The total 24-dimensional force signals calculated by the four corner modules are transmitted in real time to the upper-level controller via the vehicle's high-speed communication bus. The upper-level controller, through its built-in preprocessing and state evaluation modules, completes the vehicle's driving condition determination and dynamic state evaluation based on the multi-dimensional force data at all wheel ends, and then issues corresponding control commands for drive, braking, steering, and suspension adjustment to each corner module, realizing closed-loop coordinated control of the entire vehicle chassis. The single-wheel corner module highly integrates core functions, forming a standardized independent unit, which facilitates the modular layout, assembly, and maintenance of the entire vehicle chassis, and can also achieve independent decoupled control of the four wheels through the upper-level controller, adapting to various vehicle architecture solutions such as distributed drive and drive-by-wire chassis. Meanwhile, relying on the 24-dimensional force input of all four wheels, the upper controller can fully grasp the ground force state of each wheel, realize more precise vertical, lateral and longitudinal dynamic coordinated control of the whole vehicle, effectively improve the driving safety and handling limits of the vehicle under complex road conditions and extreme working conditions, and also provide a reliable chassis state perception basis for advanced driver assistance and autonomous driving systems.

[0026] like Figure 3 As shown, a vehicle condition assessment method is provided for the aforementioned system, executed by the state assessment module built into the upper-level controller. The method uses vertical normal force data directly collected from the wheel ends of all four wheels as the core input, combined with acceleration signals from the inertial measurement unit. Through hierarchical logic verification and quantitative index calculation, it achieves accurate identification and severity classification of three types of vehicle conditions: roll, pitch, and combined load transfer. It can also coordinate with the chassis actuators to complete real-time attitude intervention, forming a complete closed loop of "perception-assessment-control".

[0027] Based on the real-time vertical normal force collected by six-dimensional force sensors at the four wheel ends, a complete set of quantitative evaluation indicators is constructed. Let the real-time vertical normal forces of the four wheels (left front, right front, left rear, and right rear) be... , , , First, sum the total transient vertical loads of the entire vehicle in real time: ; Based on this, the vertical load ratio of a single wheel is derived. Lateral load transfer rate and longitudinal load transfer rate Their expressions are as follows: ; ; ; in, Vertical load percentage of a single wheel Used to characterize the proportion of the load borne by a single wheel in the total vehicle load; lateral load transfer rate. Used to quantify the load transfer amplitude on the left and right sides of the vehicle, reflecting the strength of the roll tendency; longitudinal load transfer rate Used to quantify the load transfer magnitude between the front and rear axles of a vehicle, reflecting the strength of the pitch trend.

[0028] After completing the basic index calculations, the vertical load percentage of the four wheels is calculated. Sort the values ​​and extract the percentage of the largest load. proportion of the second largest load The load isolation degree is obtained by calculating the difference between the two: ; Load isolation is used to characterize the prominence of single-wheel load concentration and is a core characteristic quantity that distinguishes between composite load transfer conditions and non-composite load transfer conditions.

[0029] Longitudinal acceleration acquired by an inertial measurement unit With lateral acceleration Joint logic verification is conducted to eliminate misjudgments caused by road surface interference.

[0030] If and only if isolation A preset threshold greater than 0.1, and longitudinal acceleration With lateral acceleration When both conditions exist simultaneously, the vehicle is determined to be in a combined load transfer condition involving longitudinal and lateral coupling; if If the value is greater than 0.1 but does not meet the condition of simultaneous dual-axis acceleration, it is determined to be a transient vertical impact interference caused by single-wheel obstacle crossing. The system filters out the transient signal and still diverts it to the roll assessment or pitch assessment branch according to the non-composite load transfer condition; in all other cases, it is determined that the vehicle has not entered the composite load transfer condition.

[0031] After classifying the load conditions, the method employs corresponding evaluation indicators to conduct graded assessments for different load conditions, accurately quantifying the severity of the load conditions. For non-composite load transfer load conditions that have not entered the composite load transfer stage, the system independently evaluates the load conditions from both lateral and longitudinal dimensions, taking the absolute value of the lateral load transfer rate in the tilt dimension. As the basis for evaluation, it is divided into four levels.

[0032] It is a slight tilt. Moderate tilt, It is a severe roll. This is considered an extremely dangerous situation where the inner tire is about to lift off the ground. The pitch dimension is taken as the absolute value of the longitudinal load transfer rate. As a basis for evaluation, it is also divided into four levels. Corresponding to a smooth driving state, For obvious pitch, For violent pitching, This is then determined to be an extreme pitching condition.

[0033] For operating conditions determined to be composite load transfer, the method no longer calculates the load transfer rate in each direction separately, but directly uses the proportion of the maximum load on a single wheel. The ultimate assessment is carried out based on the core evaluation benchmark, which conforms to the instability mechanism of single-wheel load concentration under complex working conditions. The assessment is also divided into four levels. It is a mild complex transfer. It is a moderate complex transfer. It is a severe complex transfer. This is then determined to be an extremely dangerous condition where the suspension travel limit is compressed on one side of the wheel.

[0034] Based on this, the method includes a coordinated control mechanism for extreme operating conditions, achieving a closed-loop connection between assessment and control. When the vehicle is in typical extreme scenarios such as emergency obstacle avoidance, and the assessment results reach... When the level of extreme danger is reached, the upper-level controller will immediately lock the target angle module corresponding to the maximum load percentage, and... The quantified pressure signal is directly converted into the maximum stiffness drive command of the planetary roller screw in the corner module, instantly increasing the suspension support stiffness of the corresponding wheel; at the same time, it coordinates with the four wheel hub motors to execute a torque redistribution strategy, and suppresses further deterioration of the vehicle posture through dynamic adjustment of driving force and braking force, quickly stabilizing the vehicle body under extreme conditions and reducing the risk of loss of control and rollover.

[0035] To further clarify the working mechanism and technical advantages of the system and strategy of this invention in the face of complex road conditions or emergency situations faced by ordinary drivers, four typical examples are listed below: Single-wheel obstacle crossing scenario to prevent misjudgment. When a vehicle is traveling at a constant speed in a straight line, a single wheel passes over an isolated protrusion on the road surface. The six-dimensional force sensor detects a transient impact, causing a sudden increase in the load percentage on one wheel. Greater than 0.1. However, because the vehicle maintains a constant speed in a straight line, If the value approaches zero, the system determines that the condition does not meet the requirement of "". and The trigger logic of "both have" enters... and Evaluation branch. Calculated results. and The values ​​are all extremely low, classifying the ride as "smooth driving". This anti-misjudgment mechanism successfully shields the load distortion caused by high-frequency disturbances, overcomes abnormal chassis intervention caused by wheel bounce, and improves ride smoothness.

[0036] High-speed emergency braking scenario. The vehicle is traveling at high speed in a straight line when a sudden accident occurs ahead. A normal driver applies full emergency braking, triggering the ABS. The vehicle's vertical load is significantly transferred symmetrically to the two front wheels. and The difference is extremely small. The system then enters the branch for calculating the vertical forces at the front and rear. After calculation... A value exceeding 0.35 is precisely calibrated as an "extreme pitch condition." Within a millisecond cycle, the upper-level controller instructs the planetary roller screw mechanism of the front wheel active suspension to instantly reach full support stiffness, effectively suppressing the "nose-diving" phenomenon and preventing damage to the front suspension travel by bottoming out.

[0037] High-speed curve roll condition. The vehicle enters a ramp with a large curvature at high speed. Lateral centrifugal force causes the load to shift to the outer two wheels, but there is no significant longitudinal acceleration or deceleration. Approaching zero. The system determines that the composite triggering condition is not met and enters... Calculate the branch. Assume A roll rate exceeding 0.6 but below 0.8 is classified as "severe roll". The upper-level controller instructs the outer wheel active suspension to provide anti-roll torque, preventing the complete loss of vertical force on the inner tire.

[0038] Emergency braking and lane change hazard avoidance scenario. A vehicle traveling at high speed encounters an obstacle suddenly appearing from a blind spot ahead. In a panic, the average driver simultaneously brakes hard and sharply steers to change lanes. Longitudinal deceleration inertia ( ) and lateral centrifugal force ( The load was instantly superimposed, causing extreme compression of the vehicle's load onto the outermost single wheel (e.g., the right front wheel). Six-dimensional force sampling detected the anomaly. Established, and confirmed by IMU and All are at high levels. The system determines that it has entered the highest priority combined extreme condition and directly retrieves the right front wheel. An assessment is conducted. Due to the extremely high emergency obstacle avoidance load, it is assumed... The value reached 0.46 (exceeding the 0.45 threshold). In a traditional chassis, this system determines a situation to be "extremely dangerous" just before the diagonally opposite wheel is about to lose control and become airborne. The algorithm design utilizes the strong pressure on the stressed side... The signal replaces the diagonally weak signal that is easily drowned out by noise. The signal is locked by the upper-level controller. The target angle module instantly converts the signal into the maximum stiffness drive command of the outer planetary roller screw, and coordinates with the four-wheel motors to perform torque redistribution, forcibly stabilizing the vehicle's posture and helping ordinary people safely complete extreme obstacle avoidance in critical moments, greatly improving the vehicle's active safety.

[0039] Therefore, this invention employs a vehicle angle module system and evaluation method that integrates six-dimensional force perception at the wheel ends. Relying on this system, the state evaluation module built into the upper-level controller performs the calculation based on the real-time vertical normal force of the four wheels, determining the total vehicle load, single-wheel load percentage, and lateral and longitudinal load transfer rates. Through joint verification using load isolation degree and dual-axis acceleration signals from the inertial measurement unit, it can effectively distinguish between composite load transfer conditions and single-wheel obstacle-crossing transient interference. Under non-composite load transfer conditions, the roll and pitch degrees are classified into four levels. Under composite conditions, the maximum load percentage of a single wheel is used as the benchmark for extreme assessment. In extremely dangerous conditions, it can directly link suspension stiffness adjustment and four-wheel torque redistribution, significantly improving the accuracy of condition identification and the vehicle's extreme attitude stability.

[0040] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A vehicle angle module system integrating six-dimensional force sensing at the wheel ends, characterized in that, It includes an upper-level controller and four independently arranged wheel corner modules: left front, right front, left rear, and right rear. Each wheel corner module integrates a wheel hub, a wheel hub motor, a brake-by-wire device, a steering device, an active suspension actuator, a six-dimensional force sensor, and a built-in signal processor. The six-dimensional force sensor is fixed to the connection interface between the wheel hub motor and the wheel hub via a coaxial rigid connection. The built-in signal processor of each wheel corner module is connected to the upper-level controller via an onboard high-speed communication bus.

2. The vehicle angle module system integrating wheel-end six-dimensional force sensing according to claim 1, characterized in that, The active suspension actuator uses a planetary roller screw as the stiffness adjustment mechanism.

3. The vehicle angle module system integrating wheel-end six-dimensional force sensing according to claim 1, characterized in that, The steering device uses a reverse planetary roller screw as the steering actuator, and the axis of the reverse planetary roller screw is set perpendicular to the side of the tire.

4. A vehicle angle module system integrating wheel-end six-dimensional force sensing according to claim 1, characterized in that, The upper-level controller has a built-in preprocessing module and a state evaluation module; the preprocessing module is used to receive and process the force signals uploaded by each wheel corner module, and the state evaluation module is used to perform vehicle driving condition determination and dynamic state evaluation.

5. A vehicle assessment method integrating wheel-end six-dimensional force perception, based on the vehicle angle module system integrating wheel-end six-dimensional force perception as described in any one of claims 1-4, characterized in that, Includes the following steps: S1. The vertical normal force of the corresponding wheel is collected in real time by the six-dimensional force sensors of the four wheels, and the total transient vertical load of the whole vehicle and the vertical load ratio of each single wheel are calculated. S2. Sort the vertical load percentages of the four single wheels numerically, extract the maximum load percentage and the second largest load percentage, and calculate the load isolation degree. S3. Introduce longitudinal and lateral accelerations collected by inertial measurement units, and perform joint logic verification in conjunction with load isolation degree to distinguish between composite load transfer conditions and non-composite load transfer conditions. S4. Based on the determined working condition type, conduct a graded assessment of the severity of the working condition using the corresponding evaluation indicators.

6. The vehicle evaluation method based on the fusion of six-dimensional force perception at the wheel ends according to claim 5, characterized in that, The specific determination logic for S3 is as follows: When the load isolation degree is greater than the preset threshold and longitudinal acceleration and lateral acceleration exist simultaneously, the vehicle is determined to enter the composite load transfer condition. When the load isolation degree is greater than the preset threshold but does not meet the condition that dual-axis acceleration exists simultaneously, it is judged as a single-wheel obstacle crossing transient interference and classified as a non-composite load transfer condition. All other cases are classified as non-composite load transfer conditions.

7. The vehicle evaluation method based on the fusion of six-dimensional force perception at the wheel ends according to claim 5, characterized in that, In S4, for non-composite load transfer conditions, the lateral load transfer rate and the longitudinal load transfer rate are calculated separately; the roll degree level is determined based on the absolute value of the lateral load transfer rate, and the pitch degree level is determined based on the absolute value of the longitudinal load transfer rate.

8. The vehicle evaluation method based on the fusion of six-dimensional force perception at the wheel ends according to claim 5, characterized in that, In S4, for composite load transfer conditions, the severity level of composite load transfer is divided based on the proportion of the maximum load on a single wheel.

9. A vehicle evaluation method integrating six-dimensional force perception at wheel ends according to claim 5, characterized in that, The method also includes locking the wheel corner module corresponding to the maximum load percentage when the assessment result reaches an extremely dangerous level, issuing a suspension maximum stiffness adjustment command to it, and coordinating with the four wheel hub motors to perform torque redistribution.

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