CN116973590A - Vehicle load estimation method based on Hall wheel speed sensor IEBS - Google Patents
Vehicle load estimation method based on Hall wheel speed sensor IEBS Download PDFInfo
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- CN116973590A CN116973590A CN202310584719.3A CN202310584719A CN116973590A CN 116973590 A CN116973590 A CN 116973590A CN 202310584719 A CN202310584719 A CN 202310584719A CN 116973590 A CN116973590 A CN 116973590A
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- 230000001133 acceleration Effects 0.000 claims abstract description 68
- 238000005096 rolling process Methods 0.000 claims description 12
- 230000005540 biological transmission Effects 0.000 claims description 10
- 238000006243 chemical reaction Methods 0.000 claims description 7
- 230000005484 gravity Effects 0.000 claims description 3
- 238000010206 sensitivity analysis Methods 0.000 description 3
- 230000008878 coupling Effects 0.000 description 2
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Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
- G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/02—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles
Abstract
The invention provides a vehicle load estimation method based on a Hall wheel speed sensor IEBS, which comprises the following steps: collecting the wheel speed of a vehicle measured by a Hall wheel speed sensor; calculating acceleration of the vehicle according to the wheel speed of the vehicle; the vehicle load is estimated from the acceleration of the vehicle. The invention collects the wheel speed of the vehicle through the Hall sensor to estimate the load of the vehicle, has higher accuracy than the traditional vehicle speed estimation load, and has smaller magnetoelectric wheel speed signal error compared with the traditional commercial vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle detection, in particular to a vehicle load estimation method based on a Hall wheel speed sensor IEBS.
Background
The deceleration control function of the commercial vehicle IEBS (Intelligent Electronic Brake Systems, intelligent electronic brake control system) is affected by the vehicle load during the adjustment and control of the actual deceleration of the whole vehicle to the magnitude of the requested deceleration, and in addition, the IEBS auxiliary brake and brake force distribution function also uses the vehicle load information. At present, the IEBS estimates the load based on a vehicle dynamics model by using vehicle speed information, but because most of wheel speed sensors adopted by commercial vehicles are magnetoelectric wheel speed sensors, the wheel speed accuracy cannot be ensured, and the vehicle speed deviation is relatively large in the driving process, so that the estimated vehicle load error is large. In addition, since there is some degree of coupling between the estimation of the road gradient and the estimation of the vehicle load, the road gradient angle has a great influence on the result of the vehicle load estimation. Therefore, on a heavy-duty car carrying the IEBS, the accurate estimation of the vehicle load is a precondition of the IEBS braking control process, the vehicle load has great influence on the smoothness, the stability and the safety of the whole car in the IEBS braking control process, and corresponding control measures are needed to be adopted along with the change of the vehicle load, thereby being beneficial to improving the stability and the safety of the running car.
Disclosure of Invention
The invention aims to provide a vehicle load estimation method based on a Hall wheel speed sensor IEBS, which is used for estimating the vehicle load by collecting the vehicle wheel speed through the Hall sensor, has higher accuracy than the traditional vehicle speed estimation load and has smaller magnetoelectric wheel speed signal error than the traditional commercial vehicle.
A hall wheel speed sensor IEBS based vehicle load estimation method comprising:
collecting the wheel speed of a vehicle measured by a Hall wheel speed sensor;
calculating acceleration of the vehicle according to the wheel speed of the vehicle;
the vehicle load is estimated from the acceleration of the vehicle.
Preferably, estimating the vehicle load from the acceleration of the vehicle includes:
calculating an external force acting on the vehicle: driving force F from engine t And a running resistance, the running resistance including: air resistance F w Slope resistance F i Rolling resistance F f And acceleration resistance F j ；
Air resistance F w Neglecting;
estimating the load by adopting a longitudinal dynamics model, wherein the longitudinal dynamics model is as follows:
F t ＝F w +F i +F f +F j 。
preferably, the driving force F is calculated t Comprising the following steps:
where t is the engine torque (N.m), N is the engine speed (rpm), N t V is the wheel speed for driveline mechanical efficiency.
Preferably, the gradient resistance F is calculated i Comprising the following steps:
IEBS obtains longitudinal acceleration a measured by yaw rate sensor through private high-speed CAN LongitudinalAcceleration Subtracting acceleration calculated by high precision wheel speed differenceObtaining the slope inclination angle oc of the current running of the vehicle, namely:
wherein g is gravitational acceleration (N/kg);
when the vehicle runs on the ramp, the ramp resistance of the vehicle is the component force of the vehicle gravity in the ramp direction, namely:
Fi＝M*g*sin∝
wherein M is the vehicle mass (kg).
Preferably, the rolling resistance F is calculated f Comprising the following steps:
the rolling resistance coefficient f of the commercial vehicle is expressed as:
f＝0.0076+0.000056*v
the rolling resistance is:
F f ＝M*g*f*cos∝。
preferably, the acceleration resistance F is calculated j Comprising the following steps:
for a fixed ratio vehicle, the acceleration resistance during non-uniform travel is expressed as:
wherein the method comprises the steps ofThe IEBS continuously adjusts the rotation mass conversion coefficient after the inertia moment of the rotation mass of the vehicle, which is related to the load and the transmission ratio of the vehicle, according to the estimated load and the current transmission ratio in the process of estimating the load>Weight coefficient of (c) in the above-mentioned formula (c).
Preferably, collecting the wheel speed of the vehicle measured by the hall wheel speed sensor further comprises:
collecting steering wheel rotation angle, longitudinal acceleration, yaw rate, engine torque, engine load rate and engine speed of a vehicle;
the IEBS controller receives the torque, the rotating speed and the load rate information of the engine through the CAN of the whole vehicle,
the IEBS controller receives the transverse acceleration, the longitudinal acceleration, the yaw rate of the yaw rate sensor and steering wheel corner information of the steering wheel corner sensor through the private CAN;
and the IEBS controller directly analyzes an AK protocol from the Hall wheel speed sensor through the IEBS bridge control valve to obtain the wheel speed.
Preferably, after estimating the vehicle load from the acceleration of the vehicle, further comprising:
judging whether the estimated vehicle load tends to converge;
if the vehicle load converges, outputting a vehicle load estimation result;
if the vehicle load is not converged, the weight is adjusted to re-estimate the vehicle load until the estimation result is converged.
A hall wheel speed sensor IEBS based vehicle load estimation system comprising:
the system comprises an IEBS controller, an engine, a steering wheel angle sensor, a yaw rate sensor and a Hall wheel speed sensor;
the IEBS controller is connected with the engine, the steering wheel angle sensor and the yaw rate sensor through the CAN;
the IEBS is connected with the IEBS bridge control valve through the CAN;
the IEBS bridge control valve is connected with the Hall wheel speed sensor through an AK protocol;
the IEBS controller collects the wheel speed of the vehicle from an engine, a steering wheel angle sensor, a yaw rate sensor and a Hall wheel speed sensor through a CAN;
the IEBS controller calculates vehicle acceleration according to the wheel speed of the vehicle;
the IEBS controller estimates the vehicle load based on the vehicle acceleration.
The IEBS controller comprises a judging unit, wherein the judging unit is used for detecting whether the wheel speed, the transmission ratio, the torque, the yaw rate, the steering wheel angle, the acceleration, the rotating mass conversion coefficient and the load meet preset values.
The invention does not use the vehicle speed information when estimating the vehicle load, but directly uses the wheel speed information, calculates the acceleration by directly acquiring the wheel speed information, and has smaller information time delay and error compared with the vehicle speed information acquired from other electronic equipment of the vehicle through a CAN bus. Based on Hall type IEBS, the high-precision wheel speed signal is adopted as an information input source of the system, and compared with the magnetoelectric wheel speed signal of the traditional commercial vehicle, the information error is smaller. The system is provided with a high-precision steering wheel angle sensor and a yaw rate sensor, the load can be estimated only in the straight-path running process by the steering wheel angle information, and the load can be estimated on a slope by the mutual redundancy of the dynamic acceleration information measured by the yaw rate sensor and the acceleration information calculated by the wheel speed, so that the load estimation precision is improved. The load estimation method provided by the invention is suitable for various vehicle types (buses, trucks and tractors), can estimate the load timely according to the change of the actual load of the vehicle, and can not estimate the load after estimating the load which tends to be converged in the vehicle movement process because the vehicle load can only change in the vehicle static state in consideration of the transportation characteristics of the commercial vehicle.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
In order to more clearly illustrate the embodiments of the invention or the technical solutions of the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, and it will be obvious to a person skilled in the art that other drawings can be obtained from these drawings without inventive effort.
FIG. 1 is a flow chart of the present invention;
FIG. 2 is a system block diagram of the present invention;
FIG. 3 is a graph of a load estimation dynamics model of the present invention;
FIG. 4 is an air resistance sensitivity analysis chart of the present invention;
FIG. 5 is a graph of a grade resistance sensitivity analysis of the present invention;
FIG. 6 is an acceleration sensitivity analysis chart of the present invention;
fig. 7 is a graph showing a comparison of load estimation results according to the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be noted that all directional indicators (such as up, down, left, right, front, and rear … …) in the embodiments of the present invention are merely used to explain the relative positional relationship, movement, etc. between the components in a particular posture (as shown in the drawings), and if the particular posture is changed, the directional indicator is changed accordingly.
Furthermore, the description of "first," "second," etc. in this disclosure is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present invention.
In the traditional vehicle detection, in the vehicle load estimation process, the estimated load error is large because the vehicle acceleration error calculated through the vehicle speed information is large, and the method directly uses the wheel speed information, calculates the acceleration through directly acquiring the wheel speed information, and has smaller information time delay and error compared with the method for acquiring the vehicle speed information from other electronic equipment of the vehicle through a CAN bus.
Example 1
A vehicle load estimation method based on a hall wheel speed sensor IEBS, referring to fig. 1, comprising:
s100, collecting the wheel speed of a vehicle measured by a Hall wheel speed sensor;
s200, calculating acceleration of the vehicle according to the wheel speed of the vehicle;
s300 estimates a vehicle load from acceleration of the vehicle.
The IEBS control receives information such as torque, rotating speed, load rate and the like of an engine through the whole vehicle CAN, and receives information such as transverse acceleration, longitudinal acceleration, yaw rate and steering wheel angle information of a steering wheel angle sensor through the private CAN, and the IEBS bridge control valve directly analyzes an AK protocol from the Hall type wheel speed sensor. The IEBS controller is used as a data processing and load estimation program execution unit to comprehensively judge various information and calculate the vehicle load at proper time, and the IEBS appropriately adjusts the control strategy according to the estimated load information in the braking process of deceleration control, auxiliary braking and braking force distribution, so that the accuracy, comfort and safety stability of the IEBS braking process are improved. Meanwhile, the IEBS controller is also used as a carrier for storing a load estimation algorithm program, and comprises a readable storage medium, and key parameter information is recorded in the load estimation process.
Referring to fig. 3,4,6, preferably, S200 estimating the vehicle load from the acceleration of the vehicle includes:
calculating an external force acting on the vehicle: driving force F from engine t And a running resistance, the running resistance including: air resistance F w Slope resistance F i Rolling resistance F f And acceleration resistance F j ；
Air resistance F w Neglecting;
estimating the load by adopting a longitudinal dynamics model, wherein the longitudinal dynamics model is as follows:
F t ＝F w +F i +F f +F j 。
when the vehicle runs on the slope of the slope inclination angle oc, the longitudinal movement is dominant and the data measured in the longitudinal movement are relatively continuous, so the load estimation method adopts a longitudinal dynamics model.
Preferably, the driving force F is calculated t Comprising the following steps:
where t is the engine torque (N.m), N is the engine speed (rpm), N t V is the wheel speed for driveline mechanical efficiency.
Referring to FIG. 5, preferably, a grade resistance F is calculated i Comprising the following steps:
IEBS obtains longitudinal acceleration a measured by yaw rate sensor through private high-speed CAN LongitudinalAcceleration Subtracting acceleration calculated by high precision wheel speed differenceObtaining the slope inclination angle oc of the current running of the vehicle, namely:
wherein g is gravitational acceleration (N/kg);
when the vehicle runs on the ramp, the ramp resistance of the vehicle is the component force of the vehicle gravity in the ramp direction, namely:
Fi＝M*g*sin∝
wherein M is the vehicle mass (kg).
Preferably, the rolling resistance F is calculated f Comprising the following steps:
the rolling resistance coefficient f of the commercial vehicle is expressed as:
f＝0.0076+0.000056*v
the rolling resistance is:
F f ＝M*g*f*cos∝。
the ramp resistance Fi is slightly changed, and the load estimation result is also greatly changed, so that the ramp resistance cannot be ignored in the load estimation process, and the estimation of the road gradient and the estimation of the vehicle load have a certain coupling relationship, so that the estimation of the load during the acceleration of the vehicle on the ramp is reduced as much as possible for accurately estimating the load.
Preferably, the acceleration resistance F is calculated j Comprising the following steps:
for a fixed ratio vehicle, the acceleration resistance during non-uniform travel is expressed as:
wherein the method comprises the steps ofThe IEBS continuously adjusts the rotation mass conversion coefficient after the inertia moment of the rotation mass of the vehicle, which is related to the load and the transmission ratio of the vehicle, according to the estimated load and the current transmission ratio in the process of estimating the load>Weight coefficient of (c) in the above-mentioned formula (c).
Preferably, the step S100 further comprises the steps of:
collecting steering wheel rotation angle, longitudinal acceleration, yaw rate, engine torque, engine load rate and engine speed of a vehicle;
the IEBS controller receives the torque, the rotating speed and the load rate information of the engine through the CAN of the whole vehicle,
the IEBS controller receives the transverse acceleration, the longitudinal acceleration, the yaw rate of the yaw rate sensor and steering wheel corner information of the steering wheel corner sensor through the private CAN;
and the IEBS controller directly analyzes an AK protocol from the Hall wheel speed sensor through the IEBS bridge control valve to obtain the wheel speed.
As shown in fig. 2, the IEBS controller receives information such as torque, rotation speed, load rate and the like of an engine through the whole vehicle CAN, receives information such as transverse acceleration, longitudinal acceleration, yaw rate and steering wheel angle information of a steering wheel angle sensor through the private CAN, and transmits the received information to the IEBS bridge control valve through the private CAN after preprocessing the received information through data such as a filtering algorithm and the like. The IEBS bridge control valve directly analyzes an AK protocol from the Hall type wheel speed sensor and calculates wheel speed information in real time, the IEBS bridge control valve is used as a data processing and load estimating program executing unit, comprehensively judges various information and timely calculates vehicle load, and the estimated load is transmitted to the IEBS controller through the private CAN. At this time, the IEBS bridge control valve is used as a carrier for storing the load estimation algorithm program, and a readable storage medium is contained in the IEBS bridge control valve, so that key parameter information is recorded in the load estimation process.
Referring to fig. 7, preferably, after estimating the vehicle load according to the acceleration of the vehicle, S300 further includes:
judging whether the estimated vehicle load tends to converge;
if the vehicle load converges, outputting a vehicle load estimation result;
if the vehicle load is not converged, the weight is adjusted to re-estimate the vehicle load until the estimation result is converged.
Load estimation is not performed after load tending to converge is estimated during vehicle movement. If the load estimation result has larger deviation in the vehicle movement process, the weight is continuously adjusted to re-estimate the load so as to lead the load to be converged. If the wheel speed of the vehicle is 0 for a long time before the current estimation, and the deviation of the load estimation results exceeds a threshold value for n times in succession, the load of the vehicle is considered to be changed.
Example 2
A hall wheel speed sensor IEBS based vehicle load estimation system comprising:
the system comprises an IEBS controller, an engine, a steering wheel angle sensor, a yaw rate sensor and a Hall wheel speed sensor;
the IEBS controller is connected with the engine, the steering wheel angle sensor and the yaw rate sensor through the CAN;
the IEBS is connected with the IEBS bridge control valve through the CAN;
the IEBS bridge control valve is connected with the Hall wheel speed sensor through an AK protocol;
the IEBS controller collects the wheel speed of the vehicle from an engine, a steering wheel angle sensor, a yaw rate sensor and a Hall wheel speed sensor through a CAN;
the IEBS controller calculates vehicle acceleration according to the wheel speed of the vehicle;
the IEBS controller estimates the vehicle load based on the vehicle acceleration.
The IEBS controller comprises a judging unit, wherein the judging unit is used for detecting whether the wheel speed, the transmission ratio, the torque, the yaw rate, the steering wheel angle, the acceleration, the rotating mass conversion coefficient and the load meet preset values.
The IEBS acquires information such as wheel speed, steering wheel angle, longitudinal acceleration, yaw rate, engine torque, engine load rate, engine speed and the like in real time, when the wheel speed meets a set threshold value, an acceleration process is identified according to the wheel speed acquired currently being greater than the wheel speed acquired previously, and acceleration, transmission ratio and rotating mass conversion coefficient are calculated timely, so that the normal operation of an estimation algorithm is ensured, the working condition of the vehicle is required to be restrained, for example, the load of the engine at the current speed is required to be greater than a certain threshold value, the actual torque is greater than a certain threshold value, the yaw rate, lateral acceleration and steering wheel angle are less than a certain threshold value, and the transmission ratio is stable. In addition, the estimated load should be within a reasonable range (i.e., not exceeding the maximum mass of the vehicle and not less than the minimum mass of the vehicle).
The invention does not use the vehicle speed information when estimating the vehicle load, but directly uses the wheel speed information, calculates the acceleration by directly acquiring the wheel speed information, and has smaller information time delay and error compared with the vehicle speed information acquired from other electronic equipment of the vehicle through a CAN bus. Based on Hall type IEBS, the high-precision wheel speed signal is adopted as an information input source of the system, and compared with the magnetoelectric wheel speed signal of the traditional commercial vehicle, the information error is smaller. The system is provided with a high-precision steering wheel angle sensor and a yaw rate sensor, the load can be estimated only in the straight-path running process by the steering wheel angle information, and the load can be estimated on a slope by the mutual redundancy of the dynamic acceleration information measured by the yaw rate sensor and the acceleration information calculated by the wheel speed, so that the load estimation precision is improved. The load estimation method provided by the invention is suitable for various vehicle types (buses, trucks and tractors), can estimate the load timely according to the change of the actual load of the vehicle, and can not estimate the load after estimating the load which tends to be converged in the vehicle movement process because the vehicle load can only change in the vehicle static state in consideration of the transportation characteristics of the commercial vehicle.
The foregoing is only a specific embodiment of the invention to enable those skilled in the art to understand or practice the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A vehicle load estimation method based on a hall wheel speed sensor IEBS, comprising:
collecting the wheel speed of a vehicle measured by a Hall wheel speed sensor;
calculating acceleration of the vehicle according to the wheel speed of the vehicle;
the vehicle load is estimated from the acceleration of the vehicle.
2. The vehicle load estimation method based on the hall wheel speed sensor IEBS according to claim 1, wherein said estimating the vehicle load from the acceleration of the vehicle comprises:
calculating an external force acting on the vehicle: driving force F from engine t And a running resistance, the running resistance including: air resistance F w Slope resistance F i Rolling resistance F f And acceleration resistance F j ；
Air resistance F w Neglecting;
estimating the load by adopting a longitudinal dynamics model, wherein the longitudinal dynamics model is as follows:
F t ＝F w +F i +F f +F j 。
3. the vehicle load estimation method based on the hall wheel speed sensor IEBS according to claim 2, wherein the calculated driving force F t Comprising the following steps:
where t is the engine torque (N.m), N is the engine speed (rpm), N t V is the wheel speed for driveline mechanical efficiency.
4. The vehicle load estimation method based on the hall wheel speed sensor IEBS according to claim 2, wherein the calculated gradient resistance force F i Comprising the following steps:
IEBS obtains longitudinal acceleration a measured by yaw rate sensor through private high-speed CAN LongitudinalAcceleration Subtracting acceleration calculated by high precision wheel speed differenceObtaining the slope inclination angle oc of the current running of the vehicle, namely:
wherein g is gravitational acceleration (N/kg);
when the vehicle runs on the ramp, the ramp resistance of the vehicle is the component force of the vehicle gravity in the ramp direction, namely:
Fi＝M*g*sin∝
wherein M is the vehicle mass (kg).
5. The vehicle load estimation method based on the hall wheel speed sensor IEBS according to claim 2, wherein the rolling resistance F is calculated f Comprising the following steps:
the rolling resistance coefficient f of the commercial vehicle is expressed as:
f＝0.0076+0.000056*v
the rolling resistance is:
F f ＝M*g*f*cos∝。
6. the vehicle load estimation method based on the hall wheel speed sensor IEBS according to claim 2, wherein the calculated acceleration resistance F j Comprising the following steps:
for a fixed ratio vehicle, the acceleration resistance during non-uniform travel is expressed as:
wherein the method comprises the steps ofThe IEBS continuously adjusts the rotation mass conversion coefficient after the inertia moment of the rotation mass of the vehicle, which is related to the load and the transmission ratio of the vehicle, according to the estimated load and the current transmission ratio in the process of estimating the load>Weight coefficient of (c) in the above-mentioned formula (c).
7. The method for estimating vehicle load based on the hall wheel speed sensor IEBS according to claim 1, wherein after collecting the wheel speed of the vehicle measured by the hall wheel speed sensor, further comprises:
collecting steering wheel rotation angle, longitudinal acceleration, yaw rate, engine torque, engine load rate and engine speed of a vehicle;
the IEBS controller receives the torque, the rotating speed and the load rate information of the engine through the CAN of the whole vehicle,
the IEBS controller receives the transverse acceleration, the longitudinal acceleration, the yaw rate of the yaw rate sensor and steering wheel corner information of the steering wheel corner sensor through the private CAN;
and the IEBS controller directly analyzes an AK protocol from the Hall wheel speed sensor through the IEBS bridge control valve to obtain the wheel speed.
8. The method for estimating a vehicle load based on a hall wheel speed sensor IEBS according to claim 1, further comprising, after estimating the vehicle load from the acceleration of the vehicle:
judging whether the estimated vehicle load tends to converge;
if the vehicle load converges, outputting a vehicle load estimation result;
if the vehicle load is not converged, the weight is adjusted to re-estimate the vehicle load until the estimation result is converged.
9. A hall wheel speed sensor IEBS based vehicle load estimation system, comprising:
the system comprises an IEBS controller, an engine, a steering wheel angle sensor, a yaw rate sensor and a Hall wheel speed sensor;
the IEBS controller is connected with the engine, the steering wheel angle sensor and the yaw rate sensor through the CAN;
the IEBS is connected with the IEBS bridge control valve through the CAN;
the IEBS bridge control valve is connected with the Hall wheel speed sensor through an AK protocol;
the IEBS controller collects the wheel speed of the vehicle from an engine, a steering wheel angle sensor, a yaw rate sensor and a Hall wheel speed sensor through a CAN;
the IEBS controller calculates vehicle acceleration according to the wheel speed of the vehicle;
the IEBS controller estimates the vehicle load based on the vehicle acceleration.
10. The vehicle load estimation system based on a hall wheel speed sensor IEBS according to claim 8, wherein said IEBS controller comprises a judging unit for detecting whether the wheel speed, the gear ratio, the torque, the yaw rate, the steering wheel angle, the acceleration, the rotational mass conversion coefficient, the load meet preset values.
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