A wheel speed compensation method and device for a vehicle, an electronic device, and a storage medium

Abstract

The application discloses a wheel speed compensation method and device of a vehicle, electronic equipment and a storage medium, and belongs to the technical field of wheel speed compensation. The method comprises the following steps: monitoring wheel speed acquisition states of each wheel, marking a single wheel speed sensor as a first fault wheel and selecting a same-shaft opposite wheel as a reference wheel after judging that the single wheel speed sensor is invalid; calculating an initial theoretical wheel speed based on a rotational speed of a driving motor corresponding to the fault wheel and a wheel speed conversion parameter; obtaining a compensation coefficient by calculating a proportional deviation between an actual wheel speed and a theoretical wheel speed of the reference wheel; correcting the initial wheel speed by using the compensation coefficient, generating a compensation wheel speed signal and inputting the compensation wheel speed signal as a wheel speed of the fault wheel to a downstream brake control system. The application can introduce real driving wheel speeds and theoretical driving wheel speeds of the same-shaft normal wheels, obtain a compensation coefficient of quantifiable systematic deviation, effectively offset the rotational speed deviation during actual driving of the vehicle and improve the accuracy and stability of wheel speed estimation.

Description

Technical Field

[0001] This application relates to the field of wheel speed compensation technology, and in particular to a wheel speed compensation method, device, electronic device and storage medium for a vehicle. Background Technology

[0002] When a wheel speed sensor fails, in order to continuously provide effective wheel speed input signals to vehicle braking control systems such as ABS and avoid the anti-lock braking function from being directly deactivated due to a single-point sensor failure, a wheel speed fault-tolerant replacement scheme is usually adopted to reconstruct and complete the wheel speed signal of the faulty wheel, thereby maintaining the signal input integrity of the braking system in the case of sensor failure.

[0003] However, when constructing fault-tolerant wheel speeds, traditional technologies typically use a direct conversion method based on motor speed. This involves collecting the speed signal of the drive motor corresponding to the faulty wheel and using fixed conversion parameters to directly replace the theoretical wheel speed with the wheel speed of the current faulty wheel.

[0004] Because traditional technology relies solely on rigid calculations using motor speed and fixed parameters, without considering speed deviations caused by factors such as mechanical friction losses in the reducer, tire rolling deformation, or minor road slippage, there is a fixed systematic error between the calculated theoretical wheel speed and the actual wheel speed. This makes the anti-lock braking control logic prone to misjudgment or malfunction, ultimately leading to problems such as increased braking distance, wheel lock-up, or increased risk of vehicle sideslip. Consequently, the accuracy and reliability of wheel speed estimation are low in sensor failure scenarios, making it difficult to ensure vehicle driving stability. Summary of the Invention

[0005] The main objective of this application is to propose a wheel speed compensation method, device, electronic device, and storage medium for vehicles. By introducing the actual driving wheel speed and theoretical driving wheel speed of the coaxial normal wheels, a compensation coefficient for quantifiable systematic deviation is obtained, which can effectively offset the speed deviation when the vehicle is actually driving, and significantly improve the accuracy and stability of wheel speed estimation in sensor failure scenarios.

[0006] To achieve the above objectives, one aspect of this application proposes a wheel speed compensation method for a vehicle, the method comprising: When it is detected that the current wheel speed of a wheel has not been collected within a preset time period, the wheel speed sensor of the wheel is determined to be faulty, the wheel is marked as the first faulty wheel, and another wheel on the same axle as the first faulty wheel is marked as the reference wheel. Based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel, the initial wheel speed to be corrected is calculated. A compensation coefficient is calculated based on the current wheel speed and the theoretical wheel speed of the reference wheel; wherein the compensation coefficient is used to indicate the degree of deviation between the theoretical wheel speed and the actual wheel speed. The initial wheel speed is corrected based on the compensation coefficient to generate a compensated wheel speed signal for the first faulty wheel; The compensated wheel speed signal is used as the wheel speed input signal for the first faulty wheel.

[0007] Furthermore, in some embodiments, after determining that the wheel speed sensor of the wheel has failed, but before calculating the initial wheel speed to be corrected, the method further includes: Verify the validity of the speed signal of the drive motor to which the first faulty wheel belongs; If the speed signal is within the preset speed range, then the initial wheel speed calculation operation is performed; If the speed signal is not within the preset speed range or the speed signal is not collected within the preset time period, a motor fault alarm is generated, and the wheel speed compensation process of the first faulty wheel is terminated.

[0008] Furthermore, in some embodiments, after using the compensated wheel speed signal as the wheel speed input signal of the first faulty wheel, the method further includes: When it is detected that the current wheel speed of the reference wheel has not been collected within a preset time period, it is determined that the wheel speed sensor of the reference wheel is faulty, the reference wheel is marked as the second faulty wheel, and all wheels without faulty wheel speed sensors are marked as reference wheels. The longitudinal acceleration, yaw rate, and steering wheel angle of the vehicle are collected, and the average wheel speed is calculated based on the current wheel speed of each of the reference wheels and the total number of the reference wheels. Based on the average wheel speed and the longitudinal acceleration, the longitudinal velocity of the vehicle's center of gravity is calculated. The wheel speed difference distribution coefficient is calculated based on the longitudinal velocity of the center of gravity, the yaw rate, the steering wheel angle, and the vehicle structural parameters; wherein, the wheel speed difference distribution coefficient is used to reflect the degree of difference in coaxial wheel speed caused by the vehicle's yaw motion and steering geometry. Based on the longitudinal velocity of the center of mass and the wheel speed difference distribution coefficient, the first initial estimated wheel speed of the first faulty wheel and the second initial estimated wheel speed of the second faulty wheel are calculated respectively. The axle load transfer correction coefficient is calculated based on the longitudinal acceleration and the vehicle structural parameters, and the road surface equivalent slip ratio is calculated based on the average wheel speed and the longitudinal velocity of the center of gravity. Based on the axle load transfer correction coefficient and the road surface equivalent slip ratio, the first initial estimated wheel speed is corrected to generate a first target wheel speed signal, and then the first target wheel speed signal is used as the wheel speed input signal of the first faulty wheel. Based on the axle load transfer correction coefficient and the road surface equivalent slip ratio, the second initial estimated wheel speed is corrected to generate a second target wheel speed signal, which is then used as the wheel speed input signal for the second faulty wheel.

[0009] Furthermore, in some embodiments, the step of correcting the initial wheel speed based on the compensation coefficient to generate a compensated wheel speed signal for the first faulty wheel includes: The compensation coefficients are filtered to extract the transmission efficiency correction factor; The tire slip correction factor is generated by calculating the ratio of the compensation coefficient to the transmission efficiency correction factor. The initial wheel speed is corrected once using the transmission efficiency correction factor to obtain the intermediate wheel speed signal; Identify the current driving condition of the vehicle and match the corresponding slip correction weight coefficient according to the driving condition; The intermediate wheel speed signal is then corrected a second time based on the slip correction weighting coefficient and the tire slip correction factor to generate the compensated wheel speed signal.

[0010] Furthermore, in some embodiments, the step of calculating the initial wheel speed to be corrected based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel includes: Extract the wheel diameter and final drive ratio from the wheel speed conversion parameters; The initial wheel speed is calculated based on the motor speed, the wheel diameter, and the final drive ratio.

[0011] Furthermore, in some embodiments, calculating the compensation coefficient based on the current wheel speed of the reference wheel and the theoretical wheel speed of the reference wheel includes: The theoretical wheel speed is calculated based on the motor speed of the drive motor to which the reference wheel belongs, the wheel diameter corresponding to the reference wheel, and the final drive ratio corresponding to the reference wheel. The compensation coefficient is generated based on the ratio between the current wheel speed of the reference wheel and the theoretical wheel speed.

[0012] Furthermore, in some embodiments, the calculation process of the initial wheel speed includes: The initial wheel speed is calculated using the following formula: ; in, The initial wheel speed, The motor speed of the drive motor belonging to the wheel with the first fault. The diameter of the first faulty wheel. The main reduction ratio is the ratio of the first faulty wheel.

[0013] To achieve the above objectives, another aspect of this application proposes a wheel speed compensation device for a vehicle, the device comprising: The sensor failure detection module is used to determine that the wheel speed sensor of a wheel is faulty when it is detected that the current wheel speed of a wheel has not been collected within a preset time period, mark the wheel as the first faulty wheel, and mark another wheel on the same axle as the first faulty wheel as the reference wheel. The wheel speed signal conversion module is used to calculate the initial wheel speed to be corrected based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel. The compensation coefficient generation module is used to calculate the compensation coefficient based on the current wheel speed and the theoretical wheel speed of the reference wheel; wherein the compensation coefficient is used to indicate the degree of deviation between the theoretical wheel speed and the actual wheel speed. The wheel speed signal compensation module is used to correct the initial wheel speed based on the compensation coefficient and generate a compensated wheel speed signal for the first faulty wheel. The wheel speed signal replacement module is used to use the compensated wheel speed signal as the wheel speed input signal of the first faulty wheel.

[0014] To achieve the above objectives, another aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned method for wheel speed compensation of a vehicle.

[0015] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for wheel speed compensation of a vehicle.

[0016] The embodiments of this application include at least the following beneficial effects: This application provides a wheel speed compensation method, device, electronic device, and storage medium for a vehicle. This scheme monitors the wheel speed acquisition status of each wheel. After determining that the wheel speed sensor of a single wheel has failed, it marks the wheel as the first faulty wheel and selects the wheel on the opposite side of the same axle as the reference wheel. First, based on the real-time rotational speed of the drive motor corresponding to the faulty wheel and the preset wheel speed conversion parameters, the initial theoretical wheel speed is calculated. Then, the proportional deviation between the actual wheel speed and the theoretical wheel speed of the reference wheel is calculated to obtain the compensation coefficient. Finally, the initial wheel speed is corrected using the compensation coefficient to generate a compensated wheel speed signal, which is then used as the wheel speed input of the faulty wheel and supplied to the downstream braking control system. This application introduces the actual driving wheel speed of the coaxial normal wheel as a calibration benchmark, and quantifies the systematic deviation by the ratio of the actual wheel speed to the theoretical wheel speed of the reference wheel to obtain a compensation coefficient. Then, based on this compensation system, the converted wheel speed of the faulty wheel is corrected in reverse. This can effectively offset the speed deviation caused by factors such as mechanical friction loss of the reducer, tire rolling deformation, and minor road slippage. It solves the problem of large wheel speed estimation error caused by traditional pure motor conversion schemes, significantly improves the accuracy and stability of wheel speed estimation in sensor failure scenarios, ensures the continuous and effective operation of the anti-lock braking function, and meets the actual application requirements of vehicle wheel speed fault tolerance reliability and driving safety. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart of a wheel speed compensation method for a vehicle provided in an embodiment of this application; Figure 2 This is a flowchart of wheel speed compensation control for single wheel failure provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a wheel speed compensation device for a vehicle provided in an embodiment of this application; Figure 4 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0019] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0020] As used in this application, the terms "several", "each", etc., "several" include one, two or more, "each" refers to each of the corresponding plurality, and "any" refers to any one of the plurality.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0022] Before providing a detailed description of the embodiments of this application, some of the nouns and terms involved in the embodiments of this application will be explained first. The nouns and terms involved in the embodiments of this application are subject to the following interpretations.

[0023] (1) Wheel speed sensor refers to the speed detection element installed at the wheel hub. Most of them are Hall effect or magnetoelectric type. They are used to collect the actual rotation speed of the wheel in real time and are the core input signal of braking safety systems such as ABS and ESC.

[0024] (2) Wheel speed conversion parameters refer to the inherent calibration parameters used to convert the drive motor speed into the theoretical wheel speed. They mainly include two core parameters: wheel diameter and main reduction ratio, which are pre-stored in the vehicle controller before leaving the factory.

[0025] (3) Compensation coefficient refers to the ratio of the actual wheel speed to the theoretical converted wheel speed. It is used to quantify the speed deviation caused by factors such as transmission loss and tire slippage, and to provide a proportional basis for wheel speed correction.

[0026] Currently, the fault-tolerant handling of wheel speed sensor failures in four-wheel independent drive vehicles generally adopts either a direct shutdown of safety functions or a simple calculation replacement. For example, when a wheel speed sensor of a single wheel loses a signal, either the braking safety functions such as ABS or ESC are directly cut off, retaining only basic braking capability; or the rotational speed signal of the drive motor corresponding to the faulty wheel is directly collected, and the theoretical wheel speed is directly calculated according to a preset fixed transmission ratio, thus using it as a replacement signal input to the braking control system.

[0027] The aforementioned traditional fault-tolerant schemes, due to the direct conversion of theoretical wheel speeds, do not take into account systematic deviations caused by factors such as mechanical friction losses in the reducer, tire rolling deformation, or minor road surface slippage. The calculated wheel speed has a fixed proportional error compared to the actual wheel speed, resulting in wheel speed estimation accuracy that cannot meet the slip ratio calculation requirements of the ABS system. This can easily lead to incorrect pressure adjustment in the braking system or inaccurate control logic, which in turn increases the risk of longer braking distances, wheel lock-up, and vehicle sideslip, further amplifying the wheel speed estimation error and failing to meet the fault-tolerant requirements of complex driving scenarios.

[0028] In view of this, this application provides a wheel speed compensation method, device, electronic device, and storage medium for a vehicle. When a single wheel speed sensor fails, this solution selects a normal wheel on the same axle as a reference benchmark. The compensation coefficient is extracted by comparing the actual wheel speed with the theoretical wheel speed of the reference wheel. Based on this compensation coefficient, the initial wheel speed calculated by the motor of the faulty wheel is corrected, and a reliable compensated wheel speed signal is generated to supply the braking system. This achieves high-precision wheel speed fault-tolerant compensation, effectively solves the technical problem of insufficient accuracy in traditional fault-tolerant solutions, and improves driving safety and adaptability to operating conditions in wheel speed failure scenarios.

[0029] Figure 1 This is an optional flowchart of a vehicle wheel speed compensation method provided in an embodiment of this application. Figure 1 The method may include, but is not limited to, steps S1 to S5: Step S1: When it is detected that the current wheel speed of a wheel has not been collected within a preset time period, it is determined that the wheel speed sensor of the wheel is faulty, the wheel is marked as the first faulty wheel, and another wheel on the same axle as the first faulty wheel is marked as the reference wheel. Schematic illustration: This application can continuously monitor the signal output status of each wheel speed sensor based on the periodic sampling mechanism of the vehicle controller; when the wheel speed signal of a certain wheel has no valid data output for a continuous preset time period, it is determined that the wheel speed sensor of that wheel has failed. At this time, the failed wheel is marked as the first failed wheel, and at the same time, the normal wheel on the opposite side arranged on the same axle is selected as the reference wheel. Taking advantage of the high consistency of the driving conditions of the coaxial wheels, a reliable benchmark is provided for subsequent deviation correction.

[0030] In one optional application scenario, a vehicle is traveling straight on a paved road at a speed of 40 km / h. Due to a loose wiring connection, the left front wheel speed sensor experiences a signal interruption, failing to collect a valid wheel speed signal for five consecutive sampling cycles. The system determines that the left front wheel speed sensor is faulty and marks it as the first faulty wheel. Simultaneously, the right front wheel on the same axle is marked as the reference wheel, and subsequent compensation calculations are performed based on the normal signal from the right front wheel. The five sampling cycles correspond to a preset duration of 50 ms.

[0031] Step S2: Calculate the initial wheel speed to be corrected based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel. Schematic illustration: After identifying the faulty wheel, this application collects the real-time rotational speed signal of the drive motor corresponding to the faulty wheel, and combines it with pre-stored wheel speed conversion parameters corresponding to the faulty wheel to calculate the theoretical initial wheel speed of the faulty wheel according to the transmission relationship. It can be understood that this initial wheel speed is directly calculated based on the motor speed, reflecting the theoretical rotational speed state at the input of the transmission system, and serves as the basic reference value for subsequent corrections.

[0032] Step S3: Calculate the compensation coefficient based on the current wheel speed and the theoretical wheel speed of the reference wheel; wherein the compensation coefficient is used to indicate the degree of deviation between the theoretical wheel speed and the actual wheel speed. To illustrate, since the road surface, load conditions, and transmission system characteristics of the left and right wheels on the same axle are highly consistent, their transmission losses and tire slip deviations are also highly similar. This application calculates the ratio between the actual wheel speed of the reference wheel (i.e., the value collected by the sensor of the reference wheel) and the theoretical wheel speed of the reference wheel (i.e., the motor-converted value of the reference wheel), and obtains a compensation coefficient. This compensation coefficient can quantify the degree of speed deviation that is common in coaxial wheels, and can thus be directly used to correct the initial theoretical wheel speed of the faulty wheel.

[0033] Step S4: Correct the initial wheel speed based on the compensation coefficient to generate a compensated wheel speed signal for the first faulty wheel; Indicatively, this application uses a compensation coefficient as a proportional correction factor to proportionally correct the initial theoretical wheel speed of the faulty wheel, offsetting the systematic deviations caused by common factors such as transmission loss and tire slippage, and obtaining a compensated wheel speed signal that is closer to the actual driving state of the wheel.

[0034] Step S5: Use the compensated wheel speed signal as the wheel speed input signal of the first faulty wheel.

[0035] Schematic, this application outputs the modified compensated wheel speed signal to the vehicle braking control system, replacing the failed sensor signal as the wheel speed input of the first faulty wheel, maintaining the signal input integrity of systems such as ABS and ESC, and ensuring the continuous operation of braking safety functions.

[0036] For example, based on the aforementioned application scenario of left front wheel failure, this application collects the left front wheel drive motor speed as 2800 r / min, which is converted to an initial wheel speed of 31.65 km / h; at the same time, it collects the actual wheel speed of the right front wheel as 30.3 km / h, which is converted to a theoretical wheel speed of 31.65 km / h. At this time, the compensation coefficient is calculated to be 30.3 / 31.65≈0.957. Then, by multiplying the compensation coefficient 0.957 by the initial wheel speed, the compensated wheel speed is approximately 30.3 km / h. After inputting the compensated wheel speed into the ABS system, the system can calculate the wheel slip ratio normally and maintain the normal operation of the anti-lock braking function.

[0037] Steps S1 to S5 as shown in the embodiments of this application adopt a fault-tolerant approach of coaxial reference and proportional correction. By utilizing the consistent working conditions of coaxial wheels, the theoretical conversion value of the faulty wheel is calibrated using the actual deviation of the normal wheel. This significantly improves the accuracy of the fault-tolerant wheel speed without the need for additional hardware. At the same time, the compensation coefficient can be updated in real time according to the driving conditions, adapting to various driving scenarios such as constant speed and acceleration / deceleration. This effectively avoids the systematic error problem of traditional direct conversion schemes, ensuring that the braking safety function remains available when the sensor fails at a single point, and significantly improving the safety redundancy of vehicle driving.

[0038] For step S1, in some embodiments, to avoid complete distortion of the compensated wheel speed due to motor malfunction, this application adds a validity verification step for the motor speed signal before calculating the initial wheel speed after determining that the wheel speed sensor has failed. Therefore: Verify the validity of the speed signal of the drive motor to which the first faulty wheel belongs; If the speed signal is within the preset speed range, then the initial wheel speed calculation operation is performed; If the speed signal is not within the preset speed range or the speed signal is not collected within the preset time period, a motor fault alarm is generated, and the wheel speed compensation process of the first faulty wheel is terminated.

[0039] It is understood that the wheel speed compensation in this embodiment relies on the reliability of the drive motor speed signal. If the motor itself experiences a speed sensor failure or out-of-range speed malfunction, the calculated initial wheel speed will be completely distorted, and continued compensation will instead trigger abnormal braking system operation. Therefore, before initiating compensation, this embodiment verifies the motor speed signal. This verifies not only the signal continuity, confirming a continuous and effective speed output within a preset time period, but also the speed amplitude, confirming that the speed is within a reasonable range for normal vehicle operation. Wheel speed calculation can only begin after successful verification. If verification fails, a motor fault alarm is immediately generated, and the compensation process is terminated to prevent erroneous signals from interfering with the braking system.

[0040] For step S2, in some embodiments, this application specifically defines the composition and extraction logic of the wheel speed conversion parameters, namely: The calculation of the initial wheel speed to be corrected based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel includes: Extract the wheel diameter and final drive ratio from the wheel speed conversion parameters; The initial wheel speed is calculated based on the motor speed, the wheel diameter, and the final drive ratio.

[0041] To illustrate, the wheel speed conversion parameters are inherent parameters calibrated and fixed before the vehicle leaves the factory, and are pre-stored in the vehicle controller's storage unit. The wheel diameter is the nominal rolling diameter of the corresponding wheel, and the final drive ratio is the transmission reduction ratio from the output shaft of the corresponding wheel drive motor to the wheel hub.

[0042] In this embodiment, when calculating the initial wheel speed, two parameters of the corresponding wheel can be directly retrieved from the storage unit, and the conversion can be completed by combining them with the real-time motor speed, without the need for additional sensor data collection. Therefore, this embodiment clarifies the core components of the wheel speed conversion parameters, limiting the calculation of the initial wheel speed to two core parameters: wheel diameter and final drive ratio. This ensures both the completeness and feasibility of the conversion logic and covers four-wheel independent drive vehicles of different models and different transmission architectures.

[0043] In some embodiments, this application explicitly defines the specific calculation formula and parameter definitions for the initial wheel speed, then: The initial wheel speed is calculated using the following formula: ; in, The initial wheel speed, The motor speed of the drive motor belonging to the wheel with the first fault. The diameter of the first faulty wheel. The main reduction ratio is the ratio of the first faulty wheel.

[0044] For example, for a faulty wheel, the corresponding drive motor speed is n=3000r / min, the wheel diameter is D=0.6m, and the main reduction ratio is i=10. Substituting these values ​​into the above formula, the following calculation is obtained: That is, the initial wheel speed under this working condition is approximately 33.93 km / h.

[0045] For step S3, in some embodiments, the present invention specifically defines the calculation logic of the compensation coefficient, namely: The compensation coefficient is calculated based on the current wheel speed and the theoretical wheel speed of the reference wheel, including: The theoretical wheel speed is calculated based on the motor speed of the drive motor to which the reference wheel belongs, the wheel diameter corresponding to the reference wheel, and the final drive ratio corresponding to the reference wheel. The compensation coefficient is generated based on the ratio between the current wheel speed of the reference wheel and the theoretical wheel speed.

[0046] To illustrate, the theoretical wheel speed of the reference wheel adopts the same conversion logic as the faulty wheel. It is calculated by the reference wheel's own drive motor speed, wheel diameter and main reduction ratio to ensure the consistency of the conversion benchmark. Then, the actual wheel speed (sensor-collected value) of the reference wheel is compared with the theoretical wheel speed. The resulting ratio is the compensation coefficient, which can accurately reflect the deviation ratio between the theoretical conversion value and the actual driving value.

[0047] Optionally, the actual wheel speed of the reference wheel is set to... The theoretical wheel speed of the reference wheel is Then the compensation coefficient Possible forms: ;when When the value is less than 1, it indicates that the actual wheel speed is lower than the theoretical wheel speed, and there is transmission loss and slippage deviation. The closer it is to 1, the smaller the deviation between the theoretical conversion value and the actual value.

[0048] For example, if the reference wheel motor speed is 3000 r / min, the theoretical wheel speed is 33.93 km / h, and the actual wheel speed collected by the sensor is 32.5 km / h, then the compensation coefficient k = 32.5 / 33.93 ≈ 0.958, that is, the actual wheel speed is about 95.8% of the theoretical wheel speed.

[0049] The embodiments of this application clarify the calculation path of the compensation coefficient, which can be quickly and in real time calculated in the vehicle controller; at the same time, the compensation coefficient in ratio form can be directly used for proportional correction, forming a complete correspondence with the calculation logic of the initial wheel speed.

[0050] For step S4, in some embodiments, to further improve the adaptability and accuracy of wheel speed correction under various working conditions, this application decouples the compensation coefficient into steady-state and dynamic components, and uses a step-by-step correction method to generate the final compensated wheel speed, thus: The step of correcting the initial wheel speed based on the compensation coefficient to generate a compensated wheel speed signal for the first faulty wheel includes: The compensation coefficients are filtered to extract the transmission efficiency correction factor; The tire slip correction factor is generated by calculating the ratio of the compensation coefficient to the transmission efficiency correction factor. The initial wheel speed is corrected once using the transmission efficiency correction factor to obtain the intermediate wheel speed signal; Identify the current driving condition of the vehicle and match the corresponding slip correction weight coefficient according to the driving condition; The intermediate wheel speed signal is then corrected a second time based on the slip correction weighting coefficient and the tire slip correction factor to generate the compensated wheel speed signal.

[0051] It is understandable that during the driving process, the wheels usually contain two types of deviations with completely different characteristics. One type is the steady-state systematic deviation caused by mechanical friction of the reducer and assembly tolerance, which is characterized by slow change and stable value; the other type is the dynamic instantaneous deviation caused by tire slippage or acceleration and deceleration fluctuations, which is characterized by rapid change and fluctuation with operating conditions.

[0052] This application embodiment uses filtering to extract the slowly changing steady-state component from the compensation coefficient obtained in the current cycle as a transmission efficiency correction factor. Then, through ratio calculation, the rapidly fluctuating dynamic component is separated as a tire slip correction factor. First, the initial wheel speed is corrected using the steady-state factor to offset fixed systematic deviations. Then, combined with the current driving conditions, differentiated weights are assigned to the slip factor to perform a secondary correction on the intermediate wheel speed. This ensures the accuracy of the steady-state reference while avoiding excessive interference from dynamic fluctuations in the wheel speed output. It is understood that this application can complete the calculation and generation of the compensation coefficient and the correction processing of the initial wheel speed cycle by cycle according to a preset control sampling period, ensuring the real-time performance and adaptability of the compensated wheel speed signal to the driving conditions.

[0053] The specific calculation process and parameter descriptions are as follows: The transmission efficiency correction factor in the compensation coefficient is extracted using a first-order low-pass filter. ; in, For the current time period The corresponding transmission efficiency correction factor, i.e., the steady-state component, For the current time period The corresponding compensation coefficient, These are the filter coefficients, with values ​​ranging from 0.9 to 0.98.

[0054] Tire slip correction factor The calculation formula is: ; Furthermore, the initial wheel speed is corrected using the following formula: ; in, The initial wheel speed, This is the intermediate wheel speed signal.

[0055] Furthermore, when the vehicle is currently operating at a constant speed, the tire slip ratio is low, and the corresponding slip correction weighting coefficient is... Set to 0.3; Under acceleration or braking conditions, the tire slip ratio increases, and the slip correction weighting coefficient... Set to 0.8; Slip correction weighting coefficient for low-adhesion pavement conditions. Set it to 0.5 to avoid over-correction.

[0056] Furthermore, the intermediate wheel speed signal can be realized according to the following formula. Second revision: ; in, To compensate for wheel speed signals.

[0057] For example, when the vehicle is traveling at a constant speed, the compensation coefficient is stable at 0.96, the filtered transmission efficiency correction factor is 0.96, the slip correction factor is 1, and the slip correction weighting coefficient is 0.3. After the second correction, the compensated wheel speed signal is basically consistent with the steady-state correction, and the signal is stable without fluctuation. During emergency braking, the compensation coefficient drops instantaneously to 0.91, while the transmission efficiency correction factor is 0.955, the slip correction factor is about 0.953, and the slip correction weighting coefficient under braking conditions is 0.8. After the second correction, the wheel speed can accurately follow the changes in braking slip state, while avoiding signal spikes.

[0058] This application embodiment, through decoupling the compensation coefficient and step-by-step correction, can refine a single proportional correction into steady-state system deviation correction and dynamic slip deviation correction. At the same time, it introduces an adaptive weighting mechanism for operating conditions, taking into account both the stability of the wheel speed signal and the accuracy of dynamic response. Compared with traditional single-step proportional correction, wheel speed estimation error can be reduced under all operating conditions, effectively improving the operating condition adaptability and control stability of the compensated wheel speed, and better matching the slip ratio control requirements of the ABS system.

[0059] In some embodiments, the wheel speed compensation execution logic under the single wheel speed sensor failure scenario described above can be fully implemented through the control flow shown in Figure 2. Figure 2 This is a flowchart of wheel speed compensation control for single-wheel failure provided in an embodiment of this application. The entire process runs cyclically in the vehicle controller with a fixed sampling period, and its specific execution process is as follows: During the program initialization phase, after completing the controller hardware self-test, loading of wheel speed conversion calibration parameters, and configuration of signal acquisition channels, signal acquisition and preprocessing operations are performed. Specifically, the wheel speed signals of all wheels and the rotation speed signals of each drive motor are acquired synchronously according to the preset sampling period. At the same time, preprocessing operations such as signal filtering and outlier removal are completed to provide a reliable data source for subsequent fault determination and compensation calculation.

[0060] After signal acquisition is completed, the system proceeds to the first-level judgment stage to determine if a single wheel speed sensor is continuously malfunctioning. If no malfunctioning wheel is detected, periodic signal acquisition and status monitoring continue. If a wheel speed signal is detected to have no effective output for multiple consecutive sampling periods, the wheel speed sensor for that wheel is determined to be malfunctioning, and the system proceeds to the fault marking stage.

[0061] The controller marks the failed wheel as the first faulty wheel and selects the normal wheel on the opposite side, which is arranged on the same axle as the faulty wheel, as the reference wheel to determine the benchmark object for subsequent compensation calculations.

[0062] After wheel marking is completed, the process enters the second-level judgment to determine whether the drive motor speed signal corresponding to the faulty wheel is valid. If the motor speed signal is lost or the amplitude exceeds the preset reasonable range, a motor fault alarm signal is directly generated, and the process jumps to the termination compensation step to stop the wheel speed compensation action; if the motor speed signal is continuously valid and the amplitude is within the normal range (judgment result is yes), the compensation calculation process is started.

[0063] The compensation calculation process in this embodiment can execute three core operations sequentially: First, calculate the initial wheel speed of the faulty wheel; the controller retrieves the wheel speed conversion parameters corresponding to the faulty wheel, combines them with the real-time speed of the drive motor, and calculates the initial theoretical wheel speed using a preset formula, which serves as the basis for compensation correction. Second, calculate the coaxial compensation coefficient k; based on the actual wheel speed of the reference wheel and the theoretical wheel speed converted from the motor speed, the compensation coefficient is obtained through ratio calculation, while simultaneously performing coefficient limiting and outlier processing to quantify the common speed deviation of the coaxial wheels. Third, generate the compensation wheel speed through step-by-step correction; the compensation coefficient is filtered and decoupled to separate the transmission efficiency correction factor and the tire slip correction factor, and the slip correction weight is matched with the current driving conditions. After two-stage progressive correction, the final compensation wheel speed signal is generated.

[0064] After the correction calculation is completed, the compensation wheel speed output step is executed, and the compensation wheel speed signal is sent to the vehicle braking control system as the wheel speed input signal of the faulty wheel to maintain the normal operation of the braking safety function.

[0065] After the output is completed, the process enters the recovery judgment stage to determine whether the wheel speed sensor of the faulty wheel has returned to normal. If the sensor resumes a valid signal output, the compensation process is terminated and the original sensor signal input is restored; if the sensor is still in a faulty state, the process returns to the stage of calculating the initial wheel speed of the faulty wheel, updating the motor speed, compensation coefficient and compensation wheel speed value according to the sampling period, and continuously outputting a reliable alternative wheel speed signal until the sensor recovers or the termination condition is triggered.

[0066] Therefore, the embodiments of this application, through the cyclic update operation logic, do not require repeated execution of failure determination and marking operations after the fault state is latched. Instead, they only cyclically update the core calculation data, which not only ensures the real-time performance and working condition tracking of the compensated wheel speed, but also reduces the computing overhead of the controller and adapts to the operating characteristics of the vehicle embedded system.

[0067] For step S5, in some embodiments, for the extreme degradation scenario where the wheel speed sensors of both wheels on the same axle fail simultaneously, this application can further add a double-failure dynamic fallback estimation logic on top of single-wheel compensation, then: After using the compensated wheel speed signal as the wheel speed input signal for the first faulty wheel, this application further includes: When it is detected that the current wheel speed of the reference wheel has not been collected within a preset time period, it is determined that the wheel speed sensor of the reference wheel is faulty, the reference wheel is marked as the second faulty wheel, and all wheels without faulty wheel speed sensors are marked as reference wheels. The longitudinal acceleration, yaw rate, and steering wheel angle of the vehicle are collected, and the average wheel speed is calculated based on the current wheel speed of each of the reference wheels and the total number of the reference wheels. Based on the average wheel speed and the longitudinal acceleration, the longitudinal velocity of the vehicle's center of gravity is calculated. The wheel speed difference distribution coefficient is calculated based on the longitudinal velocity of the center of gravity, the yaw rate, the steering wheel angle, and the vehicle structural parameters; wherein, the wheel speed difference distribution coefficient is used to reflect the degree of difference in coaxial wheel speed caused by the vehicle's yaw motion and steering geometry. Based on the longitudinal velocity of the center of mass and the wheel speed difference distribution coefficient, the first initial estimated wheel speed of the first faulty wheel and the second initial estimated wheel speed of the second faulty wheel are calculated respectively. The axle load transfer correction coefficient is calculated based on the longitudinal acceleration and the vehicle structural parameters, and the road surface equivalent slip ratio is calculated based on the average wheel speed and the longitudinal velocity of the center of gravity. Based on the axle load transfer correction coefficient and the road surface equivalent slip ratio, the first initial estimated wheel speed is corrected to generate a first target wheel speed signal, and then the first target wheel speed signal is used as the wheel speed input signal of the first faulty wheel. Based on the axle load transfer correction coefficient and the road surface equivalent slip ratio, the second initial estimated wheel speed is corrected to generate a second target wheel speed signal, which is then used as the wheel speed input signal for the second faulty wheel.

[0068] The vehicle structural parameters include the vehicle wheelbase and track width.

[0069] Schematic illustration: When both wheel speed sensors on the same axle fail, there are no normal wheels on the same axle to serve as a reference, and the single-wheel compensation mechanism cannot continue to operate. At this time, this application can switch to a fallback estimation mode for vehicle dynamics. Specifically, using the wheels on the remaining normal axle as reference wheels, the longitudinal speed at the vehicle's center of gravity is first calculated by combining the average value of the reference wheel speed with the longitudinal acceleration. Then, by combining the yaw rate and steering wheel angle, as well as vehicle structural parameters such as wheelbase and track width, the speed difference distribution ratio of the left and right wheels on the faulty axle is calculated, and the center of gravity speed is distributed to obtain the initial estimated wheel speeds of the two faulty wheels. Finally, the axle load transfer correction coefficient and the road surface equivalent slip ratio are introduced to correct the initial estimated wheel speeds for load and slip, obtaining the final target wheel speed signal, which continues to be supplied to the braking system.

[0070] Specifically, for calculating the longitudinal velocity of the center of mass, complementary filtering can be used to fuse the mean wheel velocity and longitudinal acceleration. The longitudinal velocity of the center of mass is obtained. : ; in, This represents the average wheel speed. These are the filter coefficients. The sampling period.

[0071] Furthermore, let the vehicle structural parameters include: vehicle wheelbase. and wheelbase ; yaw rate is The steering wheel angle corresponds to the front wheel angle δ. The wheel speed difference distribution coefficient actually refers to the left and right wheel speed difference distribution coefficient of the faulty axle. The calculation formula is: ; Indicatively, the first item The second item represents the yaw motion component, reflecting the difference in rotational speed between the inner and outer wheels on the same axle due to their different radii of rotation when the vehicle rotates around its center of mass. It is applicable to scenarios such as high-speed yaw and lane changes; It represents the steering geometry component, reflecting the difference in rotational speed between the inner and outer wheels on the same axle caused by the front wheel deflection under the Ackermann steering geometry. It is suitable for low-speed, large-angle steering, parking, and other scenarios.

[0072] Therefore, this application can calculate the wheel speed difference distribution coefficient of the faulty coaxial wheel based on the yaw rate, the front wheel angle converted from the steering wheel angle, and the inherent structural parameters of the vehicle, combined with the longitudinal velocity of the center of gravity. Among them, the wheel speed difference ratio caused by yaw motion is related to the longitudinal velocity of the center of gravity, while the wheel speed difference ratio caused by steering geometry is a purely geometric constant. The two together constitute the wheel speed difference distribution coefficient, which is used to reflect the degree of difference in coaxial wheel speed caused by the vehicle's yaw motion and steering geometry.

[0073] Optionally, in the left-turn scenario, the initial calculated wheel speed of the left wheel is: The second initial calculated wheel speed of the right wheel is: .

[0074] Furthermore, the allocation relationship is reversed under the right turn condition.

[0075] Regarding the calculation of the axle load transfer correction factor, the vehicle structural parameters are assumed to include: vehicle curb weight. Wheelbase and the height of the center of mass is The formula for calculating the axle load transfer correction factor is: ; in, This is the axle load transfer correction factor. The preset static shaft load for the faulty shaft. This represents the longitudinal load transfer amount; During braking, the front axle load increases while the rear axle load decreases, and the opposite is true during acceleration.

[0076] Regarding the equivalent slip ratio of the road surface The calculation formula is as follows: ; Regarding the final target wheel speed The calculation formula is as follows: ; in, To calculate the initial wheel speed corresponding to the faulty wheel, if the faulty wheel is the first faulty wheel, then... This indicates the first initially calculated wheel speed. This indicates the speed signal of the first target wheel; if the faulty wheel is the second faulty wheel, then... This indicates the second initially calculated wheel speed. This indicates the second target wheel speed signal.

[0077] This application's embodiments address the extreme scenario of simultaneous failure of two coaxial wheel speed sensors. It constructs a three-level dynamic estimation process involving center-of-gravity vehicle speed calculation, wheel speed difference distribution, and axle load slip correction. This achieves full-scenario fault tolerance coverage from single-wheel failure to dual-wheel failure, filling the technical gap where traditional solutions cannot handle coaxial dual failure. Simultaneously, the introduction of axle load transfer and road slip correction significantly improves wheel speed estimation accuracy under dynamic conditions. This allows the braking system to maintain basic functionality even under severe faults, further enhancing vehicle fault safety redundancy and adapting to high-level driving safety design requirements.

[0078] Meanwhile, this application embodiment incorporates the front wheel steering angle into the wheel speed difference distribution coefficient calculation, which can fully cover the two types of wheel speed difference causes: yaw motion and steering geometry. In scenarios such as low-speed large-angle steering and stationary steering, the wheel speed estimation accuracy can be further improved compared to the scheme that only uses yaw rate. This avoids abnormal braking control caused by excessive deviation between estimated wheel speed and actual wheel speed under steering conditions, and further improves the full-condition adaptability of the dual-failure fallback scheme.

[0079] As can be seen from the above embodiments, this application constructs a layered fault-tolerant system with single-wheel precise compensation and dual-wheel dynamics fallback, which can reuse existing sensing resources to achieve high-precision wheel speed estimation without adding new hardware. By extracting compensation coefficients through a coaxial reference wheel, the systematic deviations caused by transmission losses and tire slippage can be effectively offset, significantly improving accuracy compared to traditional direct conversion schemes. Through decoupling and step-by-step correction of compensation coefficients and adaptive weighting based on operating conditions, steady-state stability and dynamic response accuracy are further balanced, resulting in stronger adaptability to operating conditions.

[0080] Meanwhile, this application adds a pre-verification of motor speed validity and a coaxial double failure fallback mechanism, covering the fault tolerance requirements of all scenarios from single-point failure to extreme degradation. Combined with a multi-dimensional correction mechanism, it forms a complete and reliable wheel speed fault tolerance scheme, which can effectively ensure that braking safety functions such as ABS continue to operate when sensors fail, greatly improve the safety redundancy of vehicle driving, and adapt to the application needs of various four-wheel independent drive models such as family passenger cars and commercial vehicles.

[0081] Please see Figure 3 This application also provides a wheel speed compensation device for a vehicle, which can implement the above-described wheel speed compensation method for a vehicle. The device includes: The sensor failure detection module is used to determine that the wheel speed sensor of a wheel is faulty when it is detected that the current wheel speed of a wheel has not been collected within a preset time period, mark the wheel as the first faulty wheel, and mark another wheel on the same axle as the first faulty wheel as the reference wheel. The wheel speed signal conversion module is used to calculate the initial wheel speed to be corrected based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel. The compensation coefficient generation module is used to calculate the compensation coefficient based on the current wheel speed and the theoretical wheel speed of the reference wheel; wherein the compensation coefficient is used to indicate the degree of deviation between the theoretical wheel speed and the actual wheel speed. The wheel speed signal compensation module is used to correct the initial wheel speed based on the compensation coefficient and generate a compensated wheel speed signal for the first faulty wheel. The wheel speed signal replacement module is used to use the compensated wheel speed signal as the wheel speed input signal of the first faulty wheel.

[0082] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0083] It should be noted that the device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules; they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, in the accompanying drawings of the device embodiments provided by this invention, the connection relationships between modules indicate that they have communication connections, which can be specifically implemented as one or more communication buses or signal lines. Those skilled in the art can understand and implement this without any creative effort.

[0084] Those skilled in the art will clearly understand that, for convenience and simplicity, the specific working process of the device described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0085] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned vehicle wheel speed compensation method. This electronic device can include any smart terminal such as a tablet computer or an in-vehicle computer.

[0086] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0087] Please see Figure 4 , Figure 4 This illustrates the hardware structure of an electronic device according to another embodiment, the electronic device comprising: The processor can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to achieve the technical solutions provided in the embodiments of this application. The memory can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory can store the operating system and other applications. When the technical solutions provided in the embodiments of this application are implemented through software or firmware, the relevant program code is stored in the memory and called and executed by the processor. Input / output interfaces are used to implement information input and output; The communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.). A bus is used to transfer information between various components of a device, such as processors, memory, input / output interfaces, and communication interfaces. The processor, memory, input / output interface, and communication interface are interconnected within the device via a bus.

[0088] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of the terminal device, connecting all parts of the terminal device via various interfaces and lines.

[0089] The memory can be used to store the computer program. The processor implements various functions of the terminal device by running or executing the computer program stored in the memory and calling data stored in the memory. The memory may mainly include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function, etc.; the data storage area may store data created based on the use of the mobile phone, etc. In addition, the memory may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, RAM, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device or other volatile solid-state storage device.

[0090] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described wheel speed compensation method for a vehicle.

[0091] It is understood that the content of the above method embodiments is applicable to the present computer-readable storage medium embodiments. The specific functions implemented by the present computer-readable storage medium embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0092] Those skilled in the art will understand that all or some of the steps, apparatuses, or functional modules / units in the methods disclosed above can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0093] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for wheel speed compensation of a vehicle, characterized in that, The method includes: When it is detected that the current wheel speed of a wheel has not been collected within a preset time period, the wheel speed sensor of the wheel is determined to be faulty, the wheel is marked as the first faulty wheel, and another wheel on the same axle as the first faulty wheel is marked as the reference wheel. Based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel, the initial wheel speed to be corrected is calculated. A compensation coefficient is calculated based on the current wheel speed and the theoretical wheel speed of the reference wheel; wherein the compensation coefficient is used to indicate the degree of deviation between the theoretical wheel speed and the actual wheel speed. The initial wheel speed is corrected based on the compensation coefficient to generate a compensated wheel speed signal for the first faulty wheel; The compensated wheel speed signal is used as the wheel speed input signal for the first faulty wheel.

2. The wheel speed compensation method for a vehicle according to claim 1, characterized in that, After determining that the wheel speed sensor of the wheel has failed, but before calculating the initial wheel speed to be corrected, the method further includes: Verify the validity of the speed signal of the drive motor to which the first faulty wheel belongs; If the speed signal is within the preset speed range, then the initial wheel speed calculation operation is performed; If the speed signal is not within the preset speed range or the speed signal is not collected within the preset time period, a motor fault alarm is generated, and the wheel speed compensation process of the first faulty wheel is terminated.

3. The wheel speed compensation method for a vehicle according to claim 1, characterized in that, After using the compensated wheel speed signal as the wheel speed input signal for the first faulty wheel, the method further includes: When it is detected that the current wheel speed of the reference wheel has not been collected within a preset time period, it is determined that the wheel speed sensor of the reference wheel is faulty, the reference wheel is marked as the second faulty wheel, and all wheels without faulty wheel speed sensors are marked as reference wheels. The longitudinal acceleration, yaw rate, and steering wheel angle of the vehicle are collected, and the average wheel speed is calculated based on the current wheel speed of each of the reference wheels and the total number of the reference wheels. Based on the average wheel speed and the longitudinal acceleration, the longitudinal velocity of the vehicle's center of gravity is calculated. The wheel speed difference distribution coefficient is calculated based on the longitudinal velocity of the center of gravity, the yaw rate, the steering wheel angle, and the vehicle structural parameters; wherein, the wheel speed difference distribution coefficient is used to reflect the degree of difference in coaxial wheel speed caused by the vehicle's yaw motion and steering geometry. Based on the longitudinal velocity of the center of mass and the wheel speed difference distribution coefficient, the first initial estimated wheel speed of the first faulty wheel and the second initial estimated wheel speed of the second faulty wheel are calculated respectively. The axle load transfer correction coefficient is calculated based on the longitudinal acceleration and the vehicle structural parameters, and the road surface equivalent slip ratio is calculated based on the average wheel speed and the longitudinal velocity of the center of gravity. Based on the axle load transfer correction coefficient and the road surface equivalent slip ratio, the first initial estimated wheel speed is corrected to generate a first target wheel speed signal, and then the first target wheel speed signal is used as the wheel speed input signal of the first faulty wheel. Based on the axle load transfer correction coefficient and the road surface equivalent slip ratio, the second initial estimated wheel speed is corrected to generate a second target wheel speed signal, which is then used as the wheel speed input signal for the second faulty wheel.

4. The wheel speed compensation method for a vehicle according to claim 1, characterized in that, The step of correcting the initial wheel speed based on the compensation coefficient to generate a compensated wheel speed signal for the first faulty wheel includes: The compensation coefficients are filtered to extract the transmission efficiency correction factor; The tire slip correction factor is generated by calculating the ratio of the compensation coefficient to the transmission efficiency correction factor. The initial wheel speed is corrected once using the transmission efficiency correction factor to obtain the intermediate wheel speed signal; Identify the current driving condition of the vehicle and match the corresponding slip correction weight coefficient according to the driving condition; The intermediate wheel speed signal is then corrected a second time based on the slip correction weighting coefficient and the tire slip correction factor to generate the compensated wheel speed signal.

5. The wheel speed compensation method for a vehicle according to claim 1, characterized in that, The calculation of the initial wheel speed to be corrected based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel includes: Extract the wheel diameter and final drive ratio from the wheel speed conversion parameters; The initial wheel speed is calculated based on the motor speed, the wheel diameter, and the final drive ratio.

6. The wheel speed compensation method for a vehicle according to claim 1, characterized in that, The compensation coefficient is calculated based on the current wheel speed and the theoretical wheel speed of the reference wheel, including: The theoretical wheel speed is calculated based on the motor speed of the drive motor to which the reference wheel belongs, the wheel diameter corresponding to the reference wheel, and the final drive ratio corresponding to the reference wheel. The compensation coefficient is generated based on the ratio between the current wheel speed of the reference wheel and the theoretical wheel speed.

7. The wheel speed compensation method for a vehicle according to claim 5, characterized in that, The calculation process for the initial wheel speed includes: The initial wheel speed is calculated using the following formula: ； in, The initial wheel speed, The motor speed of the drive motor belonging to the wheel with the first fault. The diameter of the first faulty wheel. The main reduction ratio is the ratio of the first faulty wheel.

8. A wheel speed compensation device for a vehicle, characterized in that, The device includes: The sensor failure detection module is used to determine that the wheel speed sensor of a wheel is faulty when it is detected that the current wheel speed of a wheel has not been collected within a preset time period, mark the wheel as the first faulty wheel, and mark another wheel on the same axle as the first faulty wheel as the reference wheel. The wheel speed signal conversion module is used to calculate the initial wheel speed to be corrected based on the motor speed of the drive motor to which the first faulty wheel belongs and the wheel speed conversion parameters corresponding to the first faulty wheel. The compensation coefficient generation module is used to calculate the compensation coefficient based on the current wheel speed and the theoretical wheel speed of the reference wheel; wherein the compensation coefficient is used to indicate the degree of deviation between the theoretical wheel speed and the actual wheel speed. The wheel speed signal compensation module is used to correct the initial wheel speed based on the compensation coefficient and generate a compensated wheel speed signal for the first faulty wheel. The wheel speed signal replacement module is used to use the compensated wheel speed signal as the wheel speed input signal of the first faulty wheel.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements a wheel speed compensation method for a vehicle as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements a wheel speed compensation method for a vehicle according to any one of claims 1 to 7.

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