Yaw-roll stability control method, device and equipment for distributed driving automobile

Abstract

The invention discloses a yaw-roll stability control method for a distributed driving automobile, which comprises the following steps: acquiring a target corrected yaw moment according to first data of a target vehicle, a preset linear two-degree-of-freedom vehicle ideal state model and a preset yaw moment control state equation; according to second data of the target vehicle, obtaining a target corrected roll-over moment including the first target corrected roll-over moment and a second target corrected roll-over moment; according to the target corrected yaw moment and the first target corrected roll moment, obtaining a target adjustment driving moment of each wheel; according to the second target correction roll moment, obtaining a target adjustment control moment of each suspension; the yaw-roll stability of the target vehicle is controlled by additionally applying the target adjustment driving torque to each wheel and additionally applying the target adjustment control torque to each suspension. The yaw stability and the roll stability of the distributed driving automobile can be controlled at the same time, and the driving safety of the automobile is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle dynamics control, specifically to a yaw-roll stability control method, device, and equipment for a distributed drive vehicle. Background Technology

[0002] With the rapid development of vehicle intelligence and automation technologies, the demand for vehicle dynamic stability control is increasing. Existing technologies for vehicle stability control largely focus on optimizing planar stability (such as yaw rate and sideslip angle). For example, CN202211323012.9 discloses a yaw stability control strategy based on the TS fuzzy method, which achieves target tracking by adjusting the additional torque through differential drive / braking; CN202010152254.0 proposes a model predictive control (MPC) method based on the stable region to optimize the dynamic response of vehicle yaw rate and sideslip angle. However, existing technologies only focus on planar stability and do not address the active control of vehicle spatial stability (such as roll angle), resulting in an inability to effectively suppress vehicle roll under complex conditions (such as high-speed sharp turns and bumpy roads), posing a risk of rollover.

[0003] In summary, existing technologies have failed to solve problems such as yaw-roll coupling control, multivariable dynamic optimization, and efficient actuator control. There is an urgent need for a comprehensive control method that can simultaneously improve planar and spatial stability to meet the needs of complex driving scenarios. Summary of the Invention

[0004] This application provides a yaw-roll stability control method, device, equipment, and computer-readable storage medium for a distributed drive vehicle. It can solve the technical problem that the prior art only focuses on planar stability and does not involve the active control of vehicle spatial stability (such as roll angle), which leads to the inability to effectively suppress vehicle roll under complex conditions (such as high-speed sharp turns and bumpy roads), resulting in the risk of rollover.

[0005] In a first aspect, embodiments of this application provide a yaw-roll stability control method for a distributed drive vehicle, characterized in that the yaw-roll stability control method for the distributed drive vehicle includes: Based on the first data of the target vehicle, the preset linear two-degree-of-freedom vehicle ideal state model and the preset yaw moment control state equation, the target corrected yaw moment is obtained. Based on the second data of the target vehicle, the target corrected roll moment is obtained, and the target corrected roll moment includes a first target corrected roll moment and a second target corrected roll moment; Based on the target correction yaw moment and the first target correction roll moment, the target adjustment drive torque of each wheel is obtained; Based on the second objective, the roll moment is corrected, and the target control moment for each suspension is obtained; The yaw-roll stability of the target vehicle is controlled by applying the target regulating drive torque to each of the wheels and the target control torque to each of the suspensions.

[0006] In conjunction with the first aspect, in one embodiment, obtaining the target adjustment drive torque for each wheel based on the target corrected yaw moment and the first target corrected roll moment includes: Based on the distance from the active suspension control force line of action to the roll axis, the wheel radius, the kingpin steering angle of each wheel, the target corrected yaw moment, and the first target corrected roll moment, a left-right torque equal distribution strategy and a front-rear torque increment equal distribution drive strategy are generated. Based on the left and right side torque equal distribution strategy and the front and rear torque increment equal distribution drive strategy, the target adjustment drive torque of each wheel is obtained.

[0007] In conjunction with the first aspect, in one embodiment, obtaining the target control torque for each suspension by correcting the roll moment according to the second target includes: Based on the second objective, the roll moment is modified to generate an active suspension feedforward anti-roll moment distribution strategy; Based on the active suspension feedforward anti-roll moment distribution strategy, the target control moment of each suspension is obtained.

[0008] In conjunction with the first aspect, in one implementation, obtaining the target corrected yaw moment based on the acquired first vehicle data, a preset linear two-degree-of-freedom vehicle ideal state model, and a preset yaw moment control state equation includes: Acquire the first vehicle data of the target vehicle, which includes yaw rate, center of gravity sideslip angle, road adhesion coefficient, distance from the vehicle's center of gravity to the front axle, distance from the vehicle's center of gravity to the rear axle, front axle sideslip stiffness, rear axle sideslip stiffness, wheelbase, vehicle mass, longitudinal speed, and front wheel steering angle. By inputting the road adhesion coefficient, the distance from the vehicle's center of gravity to the front axle, the distance from the vehicle's center of gravity to the rear axle, the front axle lateral stiffness, the rear axle lateral stiffness, the wheelbase, the vehicle mass, the longitudinal speed, and the front wheel steering angle into a preset linear two-degree-of-freedom vehicle ideal state model, the desired center of gravity lateral slip angle and the desired yaw rate are obtained. The target corrected yaw moment is obtained based on the desired centroid sideslip angle, the desired yaw rate, the centroid sideslip angle, and the preset yaw moment control state equation.

[0009] In conjunction with the first aspect, in one embodiment, obtaining the target corrected yaw moment based on the desired sideslip angle, the desired yaw rate, the sideslip angle, and the preset yaw moment control state equation includes: Based on the deviation between the desired centroid sideslip angle and the desired yaw rate and the yaw rate, a first optimal objective function is set; Based on the first optimal objective function and the preset yaw moment control state equation, the target corrected yaw moment is obtained.

[0010] In conjunction with the first aspect, in one implementation, obtaining the target corrected roll moment based on the acquired second vehicle data includes: Acquire second vehicle data, which includes lateral acceleration at the center of gravity, vehicle body roll moment of inertia, roll angle, roll rate, and roll acceleration; Based on the lateral acceleration at the center of mass and the preset third-order nonlinear suspension roll feedforward adjustment model, the first target corrected roll moment is obtained; The second target corrected roll moment is obtained based on the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation.

[0011] In conjunction with the first aspect, in one embodiment, obtaining the second target corrected roll moment based on the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and a preset additional anti-roll moment state equation includes: A second optimal objective function is set based on the weights of the preset roll rate error, preset roll angle error, and preset roll moment. The second target corrected roll moment is obtained based on the second optimal objective function, the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation.

[0012] Secondly, embodiments of this application provide a yaw-roll stability control device for a distributed drive vehicle, the yaw-roll stability control device for the distributed drive vehicle comprising: The first acquisition module is used to acquire the target corrected yaw moment based on the first data of the target vehicle, the preset linear two-degree-of-freedom vehicle ideal state model and the preset yaw moment control state equation. The second acquisition module is used to acquire a target corrected roll moment based on the acquired second data of the target vehicle, wherein the target corrected roll moment includes a first target corrected roll moment and a second target corrected roll moment; The third acquisition module is used to acquire the target adjustment drive torque of each wheel based on the target correction yaw moment and the first target correction roll moment; The fourth acquisition module is used to correct the roll moment based on the second target and acquire the target control moment for each suspension. The control module is used to control the yaw-roll stability of the target vehicle by applying additional target adjustment drive torque to each of the wheels and additional target control torque to each of the suspensions.

[0013] Thirdly, embodiments of this application provide a yaw-roll stability control device for a distributed drive vehicle, characterized in that the yaw-roll stability control device for the distributed drive vehicle includes a processor, a memory, and a yaw-roll stability control program for the distributed drive vehicle stored in the memory and executable by the processor, wherein when the yaw-roll stability control program for the distributed drive vehicle is executed by the processor, the steps of the aforementioned yaw-roll stability control method for the distributed drive vehicle are implemented.

[0014] Fourthly, embodiments of this application provide a computer-readable storage medium storing a yaw-roll stability control program for a distributed drive vehicle, wherein when the yaw-roll stability control program for the distributed drive vehicle is executed by a processor, it implements the steps of the aforementioned yaw-roll stability control method for a distributed drive vehicle.

[0015] The beneficial effects of the technical solutions provided in this application include: This invention, based on the coupling mechanism of hub motors and active suspension for vehicle spatial stability control, comprehensively considers the coupling effect of hub motor differential drive and active suspension on vehicle roll motion characteristics. It can significantly suppress vehicle roll angle and also noticeably improve vehicle yaw motion, thereby effectively enhancing the vehicle's spatial stability. By designing a yaw-roll spatial stability coordination controller, including modules such as a reference model, upper-level control target setting, control quantity distribution based on yaw rate, and actuator output, effective control of vehicle longitudinal velocity, steering wheel angle, lateral acceleration, center of gravity sideslip angle, roll rate, and roll angle is achieved. Hub motor differential drive has yaw stability control capability and a certain roll assist control effect; combined with active suspension control, it can improve the vehicle's yaw-roll motion state, significantly enhancing the vehicle's spatial stability. This invention balances vehicle planar stability and spatial stability, effectively improving vehicle stability performance at the software algorithm level, and has certain economic benefits. Attached Figure Description

[0016] Figure 1This is a flowchart illustrating an embodiment of the yaw-roll stability control method for a distributed drive vehicle according to this application. Figure 2 This is a force analysis diagram of the hub motor driving process; Figure 3 This is a model diagram of a vehicle with suspension. Figure 4 This is a block diagram of the combined control of yaw and roll stability. Figure 5 This is a schematic diagram of the functional modules of an embodiment of the yaw-roll stability control device for a distributed drive vehicle according to this application. Figure 6 This is a schematic diagram of the hardware structure of the yaw-roll stability control device for a distributed drive vehicle involved in the embodiments of this application. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0018] First, some of the technical terms used in this application will be explained to help those skilled in the art understand this application.

[0019] In a first aspect, embodiments of this application provide a yaw-roll stability control method for a distributed drive vehicle.

[0020] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the yaw-roll stability control method for a distributed drive vehicle according to this application. Figure 1 As shown, the yaw-roll stability control method for distributed drive vehicles includes: Step S10: Based on the first data of the target vehicle, the preset linear two-degree-of-freedom vehicle ideal state model and the preset yaw moment control state equation, obtain the target corrected yaw moment; Exemplary, such as Figure 2 As shown, Figure 2 This is a force analysis diagram of the hub motor drive process. From the dynamic equations, we can obtain:

[0021] / r In the formula: Tti is the torque of each hub motor; The longitudinal force on each suspension; ΔFzi—the additional vertical force generated by the hub motor torque; the subscript i represents fl, fr, rl, rr, fl for left front, fr for right front, rl for left rear, fl for right rear; r is the wheel radius; This is the vertical force gain coefficient, which is related to the suspension structure type; The kingpin steering angle for each wheel.

[0022] Total longitudinal force generated by the hub motor drive With total yaw moment (i.e., the additional yaw moment) is:

[0023]

[0024] In the formula: The wheelbase is the distance between the wheels. The master pin steering angle.

[0025] Specifically, obtaining the target corrected yaw moment based on the acquired first vehicle data, the preset linear two-degree-of-freedom vehicle ideal state model, and the preset yaw moment control state equation includes: acquiring the first vehicle data of the target vehicle, which includes yaw rate, sideslip angle, road adhesion coefficient, distance from the vehicle's center of gravity to the front axle, distance from the vehicle's center of gravity to the rear axle, front axle sideslip stiffness, rear axle sideslip stiffness, wheelbase, vehicle mass, longitudinal speed, and front wheel steering angle; obtaining the desired sideslip angle and desired yaw rate by inputting the first vehicle data into the preset linear two-degree-of-freedom vehicle ideal state model; and obtaining the target corrected yaw moment based on the desired sideslip angle, the desired yaw rate, and the preset yaw moment control state equation.

[0026] As an example, the target vehicle collects the following primary data in real time: yaw rate. , centroid sideslip angle ω, road surface adhesion coefficient Distance from the vehicle's center of gravity to the front axle Distance from the vehicle's center of gravity to the rear axle Front axle lateral stiffness Rear axle lateral stiffness Wheelbase Vehicle mass (m) and longitudinal speed Front wheel steering angle .

[0027] Considering the road surface adhesion coefficient Constraints are imposed, and the desired centroid sideslip angle is obtained from the ideal state model of a linear two-degree-of-freedom vehicle. and expected yaw rate for:

[0028]

[0029] In the formula, As a stability factor, .

[0030] Design a sliding mode controller based on a two-degree-of-freedom model to control the centroid side slip angle. With the yaw rate ω as the input state variable, the yaw moment control system can be described by the following preset yaw moment control state equation:

[0031] In the formula: ; This refers to the front wheel steering angle; This is the moment of inertia of yaw rotation; The yaw moment is corrected for the target, which is the yaw moment generated by the hub motor drive torque.

[0032] Specifically, obtaining the target corrected yaw moment based on the desired sideslip angle, the desired yaw rate, the sideslip angle, and the preset yaw moment control state equation includes: setting a first optimal objective function based on the deviation between the desired sideslip angle and the desired yaw rate and the deviation between the yaw rate; and obtaining the target corrected yaw moment based on the first optimal objective function and the preset yaw moment control state equation.

[0033] As an example, a first optimal objective function (slippery surface) is set based on the deviation between the desired sideslip angle and the deviation between the desired yaw rate and the yaw rate:

[0034] In the formula: These are the weighting coefficients. .

[0035] When the control system state reaches the sliding mode plane, the system characteristics are:

[0036] Substituting the preset yaw moment control state equation, we get:

[0037] In the formula: , , , , , The constant term, which is related to the vehicle parameters, can be derived and calculated from the above equations.

[0038] To avoid flutter, an exponential reaching law is adopted:

[0039] In the formula: The coefficient for exponential convergence; isotropic approach coefficient, It is a saturation function.

[0040] In summary, the additional yaw moment can be calculated as: △

[0041] Step S20: Based on the second data of the target vehicle obtained, obtain the target corrected roll moment, which includes a first target corrected roll moment and a second target corrected roll moment; Demonstratively, the active suspension can decouple the motion between the vehicle body and the wheels. By adjusting the active forces of the left and right suspensions in real time, it can generate anti-roll moments, thereby suppressing vehicle roll. Considering the vehicle roll dynamics under the differential drive of the in-wheel motors, a vehicle model with suspension is established in the roll plane, such as... Figure 3 As shown, Figure 3 This is a model diagram of a vehicle with suspension.

[0042] Figure 3 In this configuration, the resultant vertical force on the vehicle body consists of the shock absorbers, the active suspension force generator, and the additional vertical force generated by the wheel torque transmission. The roll moment of the vehicle body consists of five parts, as shown in the following equation:

[0043] In the formula: The roll angle; This refers to the vehicle body roll inertia. The tilting moment is caused by gravity. The tilting moment is the lateral force generated by centrifugal force during turning; This is the anti-rolling moment generated by the differential drive action; The anti-rolling moment is generated by the unequal compression of the left and right suspension springs. The anti-roll moment is generated by the output force of the active suspension actuator.

[0044] Among them, the anti-rolling moment generated by the differential drive action The anti-roll torque generated by the output torque of the suspension actuators is controlled by the torque of each wheel hub motor. Controlled by the output torque of each suspension component, as shown in the following equation:

[0045]

[0046] In the formula: D is the wheelbase; kf and kr are the vertical force gain coefficients of the front and rear suspensions; The output control torque for each active suspension is indicated by the subscript i, which represents fl, fr, rl, and rr, where fl is the front left, fr is the front right, rl is the rear left, and fl is the rear right. For the torque of each wheel hub motor; This is the distance from the line of action of the active suspension control force to the roll axis.

[0047] Specifically, obtaining the target corrected roll moment based on the acquired second vehicle data includes: obtaining the second vehicle data, wherein the second vehicle data includes lateral acceleration at the center of gravity, vehicle roll moment of inertia, roll angle, roll angular velocity, and roll angular acceleration; obtaining the first target corrected roll moment based on the lateral acceleration at the center of gravity and a preset third-order nonlinear suspension roll feedforward adjustment model; and obtaining the second target corrected roll moment based on the vehicle roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and a preset additional anti-roll moment state equation.

[0048] As an example, the target vehicle collects the following second data in real time: lateral acceleration at the center of gravity. Vehicle body roll moment of inertia yaw angle yaw rate and roll acceleration .

[0049] The roll acceleration and suspension reaction moment are linearly related, and the lateral acceleration... It can reflect the roll trend. Considering the torque saturation characteristics of the suspension actuator, a third-order nonlinear suspension roll feedforward adjustment model is designed as follows:

[0050] In the formula: For coefficients, The primary objective is to correct the roll moment, which is the additional roll moment generated by the active suspension forces.

[0051] The step of obtaining the second target corrected roll moment based on the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation includes: setting a second optimal objective function based on the weights of the preset roll angular velocity error, the preset roll angle error, and the preset roll moment; and obtaining the second target corrected roll moment based on the second optimal objective function, the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation.

[0052] Exemplary, based on the roll moment of inertia and roll acceleration List the dynamic equations:

[0053] In the formula: The second objective is to correct the roll moment, which is the additional roll moment generated when the hub motor drive torque is applied to the vehicle body through the suspension.

[0054] Based on the dynamic equations, the state equations for the pre-set additional anti-rolling moment are derived:

[0055] In the formula: ; The moment of inertia of the vehicle during roll; The second objective is to correct the roll moment, which is the additional roll moment of the vehicle body generated by the in-wheel motor drive torque acting on the vehicle body through the suspension.

[0056] Based on the weights of the preset roll rate error, preset roll angle error, and preset roll moment, a second optimal objective function is set, namely the objective function based on the LQG optimal control method:

[0057] In the formula:

[0058]

[0059] For roll angle deviation, Let θ represent the roll rate deviation, and q represent the weight of the roll moment control torque in the evaluation index. For setting Expected value This is the desired roll rate.

[0060] Substituting the second optimal objective function into the Riccati equation yields the optimal feedback gain matrix as follows:

[0061] In conclusion:

[0062] In the formula: This is the feedback gain coefficient.

[0063] Step S30: Based on the target yaw moment and the first target roll moment, obtain the target adjustment drive torque for each wheel; Specifically, obtaining the target adjustment drive torque for each wheel based on the target corrected yaw moment and the first target corrected roll moment includes: generating a left-right torque equalization strategy and a front-rear torque increment equalization drive strategy based on the distance from the active suspension control force line of action to the roll axis, the wheel radius, the kingpin steering angle of each wheel, the target corrected yaw moment, and the first target corrected roll moment; and obtaining the target adjustment drive torque for each wheel based on the left-right torque equalization strategy and the front-rear torque increment equalization drive strategy.

[0064] As an example, for the distribution of yaw control torque increments, a strategy of equal torque distribution on the left and right sides is adopted, namely:

[0065] A differential drive strategy with equal distribution of torque increments at the front and rear is adopted, namely:

[0066] In the formula: Adjust the drive torque for the target of the left front wheel. Adjust the drive torque for the target of the left rear wheel. Adjust the drive torque for the target of the right front wheel. Adjust the drive torque for the target of the right rear wheel.

[0067] The initial torque distribution rule for each wheel is that the ratio of driving rates is equal, i.e.

[0068] In the formula: The initial torque of the left front wheel, The initial torque of the right front wheel is... The initial torque of the left rear wheel, The initial torque is for the right rear wheel. The driving torque distributed to each wheel is...

[0069] In the formula The total target torque for all wheels, Let be the initial torque of each wheel. Adjust the driving torque for each wheel.

[0070] In summary, the total target torque for all wheels is:

[0071]

[0072]

[0073]

[0074] Step S40: Correct the roll moment according to the second target and obtain the target control moment for each suspension; Specifically, the step of correcting the roll moment according to the second target and obtaining the target control moment for each suspension includes: correcting the roll moment according to the second target and generating an active suspension feedforward anti-roll moment allocation strategy; and obtaining the target control moment for each suspension according to the active suspension feedforward anti-roll moment allocation strategy.

[0075] Exemplary, adjusting the roll moment according to the second objective This generates an active suspension feedforward anti-roll moment distribution strategy, namely:

[0076] The target control torque for each suspension can be obtained as follows:

[0077] , , , The target control torque for each suspension.

[0078] Step S50: Control the yaw-roll stability of the target vehicle by applying the target adjustment drive torque to each of the wheels and the target control torque to each of the suspensions.

[0079] Exemplary, such as Figure 4 As shown, Figure 4 This is a block diagram for the joint control of yaw and roll stability. The initial torque of each wheel is... Then, additional target adjustment driving torque is applied to each wheel. And apply target control torque to each suspension. To control the yaw and roll stability of the target vehicle.

[0080] The above method enables comprehensive control of vehicle yaw and roll stability, improving handling stability and safety under complex conditions such as high-speed cornering and emergency obstacle avoidance. This method fully considers the coupling relationship between vehicle yaw and roll motions, achieving effective control of vehicle yaw and roll stability by coordinating the control of wheel drive torque and suspension control torque.

[0081] Secondly, embodiments of this application also provide a yaw-roll stability control device for a distributed drive vehicle.

[0082] In one embodiment, reference is made to Figure 5 , Figure 5 This is a functional block diagram of an embodiment of the yaw-roll stability control device for a distributed drive vehicle according to this application. Figure 5 As shown, the yaw-roll stability control device for a distributed drive vehicle includes: The first acquisition module 01 is used to acquire the target corrected yaw moment based on the first data of the target vehicle, the preset linear two-degree-of-freedom vehicle ideal state model and the preset yaw moment control state equation. The second acquisition module 02 is used to acquire a target corrected roll moment based on the acquired second data of the target vehicle, wherein the target corrected roll moment includes a first target corrected roll moment and a second target corrected roll moment; The third acquisition module 03 is used to acquire the target adjustment drive torque of each wheel based on the target correction yaw moment and the first target correction roll moment. The fourth acquisition module 04 is used to correct the roll moment according to the second target and acquire the target control moment of each suspension. Control module 05 is used to control the yaw-roll stability of the target vehicle by applying additional target adjustment driving torque to each of the wheels and additional target control torque to each of the suspensions.

[0083] Furthermore, in one embodiment, the third acquisition module 03 is used for: Based on the distance from the active suspension control force line of action to the roll axis, the wheel radius, the kingpin steering angle of each wheel, the target corrected yaw moment, and the first target corrected roll moment, a left-right torque equal distribution strategy and a front-rear torque increment equal distribution drive strategy are generated. Based on the left and right side torque equal distribution strategy and the front and rear torque increment equal distribution drive strategy, the target adjustment drive torque of each wheel is obtained.

[0084] Furthermore, in one embodiment, the fourth acquisition module 04 is used for: Based on the second objective, the roll moment is modified to generate an active suspension feedforward anti-roll moment distribution strategy; Based on the active suspension feedforward anti-roll moment distribution strategy, the target control moment of each suspension is obtained.

[0085] Furthermore, in one embodiment, the first acquisition module 01 is used for: Acquire the first vehicle data of the target vehicle, which includes yaw rate, center of gravity sideslip angle, road adhesion coefficient, distance from the vehicle's center of gravity to the front axle, distance from the vehicle's center of gravity to the rear axle, front axle sideslip stiffness, rear axle sideslip stiffness, wheelbase, vehicle mass, longitudinal speed, and front wheel steering angle. By inputting the road adhesion coefficient, the distance from the vehicle's center of gravity to the front axle, the distance from the vehicle's center of gravity to the rear axle, the front axle lateral stiffness, the rear axle lateral stiffness, the wheelbase, the vehicle mass, the longitudinal speed, and the front wheel steering angle into a preset linear two-degree-of-freedom vehicle ideal state model, the desired center of gravity lateral slip angle and the desired yaw rate are obtained. The target corrected yaw moment is obtained based on the desired centroid sideslip angle, the desired yaw rate, the centroid sideslip angle, and the preset yaw moment control state equation.

[0086] Furthermore, in one embodiment, the first acquisition module 01 is used for: Based on the deviation between the desired centroid sideslip angle and the desired yaw rate and the yaw rate, a first optimal objective function is set; Based on the first optimal objective function and the preset yaw moment control state equation, the target corrected yaw moment is obtained.

[0087] Furthermore, in one embodiment, the second acquisition module 02 is used for: Acquire second vehicle data, which includes lateral acceleration at the center of gravity, vehicle body roll moment of inertia, roll angle, roll rate, and roll acceleration; Based on the lateral acceleration at the center of mass and the preset third-order nonlinear suspension roll feedforward adjustment model, the first target corrected roll moment is obtained; The second target corrected roll moment is obtained based on the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation.

[0088] Furthermore, in one embodiment, the second acquisition module 02 is used for: A second optimal objective function is set based on the weights of the preset roll rate error, preset roll angle error, and preset roll moment. The second target corrected roll moment is obtained based on the second optimal objective function, the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation.

[0089] The functions of each module in the aforementioned distributed drive vehicle yaw-roll stability control device correspond to the steps in the aforementioned distributed drive vehicle yaw-roll stability control method embodiment, and their functions and implementation processes will not be described in detail here.

[0090] Thirdly, embodiments of this application provide a yaw-roll stability control device for a distributed drive vehicle. The yaw-roll stability control device for a distributed drive vehicle can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0091] Reference Figure 6 , Figure 6 This is a schematic diagram of the hardware structure of the yaw-roll stability control device for a distributed drive vehicle involved in the embodiments of this application. In the embodiments of this application, the yaw-roll stability control device for a distributed drive vehicle may include a processor, a memory, a communication interface, and a communication bus.

[0092] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0093] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the yaw-roll stability control system of a distributed drive vehicle, as well as interfaces used for interconnecting the yaw-roll stability control system with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0094] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0095] The processor can be a general-purpose processor, which can call the yaw-roll stability control program for a distributed drive vehicle stored in memory and execute the yaw-roll stability control method for a distributed drive vehicle provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the yaw-roll stability control program for a distributed drive vehicle is called can be referred to in the various embodiments of the yaw-roll stability control method for a distributed drive vehicle of this application, and will not be repeated here.

[0096] Those skilled in the art will understand that Figure 6 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0097] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0098] The present application provides a computer-readable storage medium storing a yaw-roll stability control program for a distributed drive vehicle, wherein when the yaw-roll stability control program for the distributed drive vehicle is executed by a processor, it implements the steps of the yaw-roll stability control method for the distributed drive vehicle as described above.

[0099] The method implemented when the yaw-roll stability control program of the distributed drive vehicle is executed can be referred to in the various embodiments of the yaw-roll stability control method of the distributed drive vehicle of this application, and will not be repeated here.

[0100] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0101] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0102] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0103] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0104] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0105] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0106] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A yaw-roll stability control method for a distributed drive vehicle, characterized in that, The yaw-roll stability control method for the distributed drive vehicle includes: Based on the first data of the target vehicle, the preset linear two-degree-of-freedom vehicle ideal state model and the preset yaw moment control state equation, the target corrected yaw moment is obtained. Based on the second data of the target vehicle, the target corrected roll moment is obtained, and the target corrected roll moment includes a first target corrected roll moment and a second target corrected roll moment; Based on the target correction yaw moment and the first target correction roll moment, the target adjustment drive torque of each wheel is obtained; Based on the second objective, the roll moment is corrected, and the target control moment for each suspension is obtained; The yaw-roll stability of the target vehicle is controlled by applying the target regulating drive torque to each of the wheels and the target control torque to each of the suspensions.

2. The yaw-roll stability control method for a distributed drive vehicle as described in claim 1, characterized in that, The step of obtaining the target adjustment drive torque for each wheel based on the target yaw moment and the first target roll moment includes: Based on the distance from the active suspension control force line of action to the roll axis, the wheel radius, the kingpin steering angle of each wheel, the target corrected yaw moment, and the first target corrected roll moment, a left-right torque equal distribution strategy and a front-rear torque increment equal distribution drive strategy are generated. Based on the left and right side torque equal distribution strategy and the front and rear torque increment equal distribution drive strategy, the target adjustment drive torque of each wheel is obtained.

3. The yaw-roll stability control method for a distributed drive vehicle as described in claim 1, characterized in that, The step of correcting the roll moment based on the second target and obtaining the target control moment for each suspension includes: Based on the second objective, the roll moment is modified to generate an active suspension feedforward anti-roll moment distribution strategy; Based on the active suspension feedforward anti-roll moment distribution strategy, the target control moment of each suspension is obtained.

4. The yaw-roll stability control method for a distributed drive vehicle as described in claim 1, characterized in that, The step of obtaining the target corrected yaw moment based on the acquired first vehicle data, the preset linear two-degree-of-freedom vehicle ideal state model, and the preset yaw moment control state equation includes: Acquire the first vehicle data of the target vehicle, which includes yaw rate, center of gravity sideslip angle, road adhesion coefficient, distance from the vehicle's center of gravity to the front axle, distance from the vehicle's center of gravity to the rear axle, front axle sideslip stiffness, rear axle sideslip stiffness, wheelbase, vehicle mass, longitudinal speed, and front wheel steering angle. By inputting the first number of vehicles into a preset linear two-degree-of-freedom ideal vehicle state model, the desired centroid sideslip angle and desired yaw rate are obtained; The target corrected yaw moment is obtained based on the desired centroid sideslip angle, the desired yaw rate, and the preset yaw moment control state equation.

5. The yaw-roll stability control method for a distributed drive vehicle as described in claim 4, characterized in that, The step of obtaining the target corrected yaw moment based on the desired centroid sideslip angle, the desired value, and the preset yaw moment control state equation includes: Based on the deviation between the expected centroid sideslip angle and the actual centroid sideslip angle, and the deviation between the expected yaw rate and the actual yaw rate, a first optimal objective function is set. Based on the first optimal objective function and the preset yaw moment control state equation, the target corrected yaw moment is obtained.

6. The yaw-roll stability control method for a distributed drive vehicle as described in claim 1, characterized in that, The target yaw correction moment includes a first target roll correction moment, and the step of obtaining the target roll correction moment based on the acquired second vehicle data includes: Acquire second vehicle data, which includes lateral acceleration at the center of gravity, vehicle body roll moment of inertia, roll angle, roll rate, and roll acceleration; Based on the lateral acceleration at the center of mass and the preset third-order nonlinear suspension roll feedforward adjustment model, the first target corrected roll moment is obtained; The second target corrected roll moment is obtained based on the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation.

7. The yaw-roll stability control method for a distributed drive vehicle as described in claim 6, characterized in that, The step of obtaining the second target corrected roll moment based on the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation includes: A second optimal objective function is set based on the weights of the preset roll rate error, preset roll angle error, and preset roll moment. The second target corrected roll moment is obtained based on the second optimal objective function, the vehicle body roll moment of inertia, the roll angle, the roll angular velocity, the roll angular acceleration, and the preset additional anti-roll moment state equation.

8. A yaw-roll stability control device for a distributed drive vehicle, characterized in that, The yaw-roll stability control device for the distributed drive vehicle includes: The first acquisition module is used to acquire the target corrected yaw moment based on the first data of the target vehicle, the preset linear two-degree-of-freedom vehicle ideal state model and the preset yaw moment control state equation. The second acquisition module is used to acquire a target corrected roll moment based on the acquired second data of the target vehicle, wherein the target corrected roll moment includes a first target corrected roll moment and a second target corrected roll moment; The third acquisition module is used to acquire the target adjustment drive torque of each wheel based on the target correction yaw moment and the first target correction roll moment; The fourth acquisition module is used to correct the roll moment based on the second target and acquire the target control moment for each suspension. The control module is used to control the yaw-roll stability of the target vehicle by applying additional target adjustment drive torque to each of the wheels and additional target control torque to each of the suspensions.

9. A yaw-roll stability control device for a distributed drive vehicle, characterized in that, The yaw-roll stability control device for the distributed drive vehicle includes a processor, a memory, and a yaw-roll stability control program for the distributed drive vehicle stored in the memory and executable by the processor, wherein when the yaw-roll stability control program for the distributed drive vehicle is executed by the processor, it implements the steps of the yaw-roll stability control method for the distributed drive vehicle as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a yaw-roll stability control program for a distributed drive vehicle, wherein when the yaw-roll stability control program for the distributed drive vehicle is executed by a processor, it implements the steps of the yaw-roll stability control method for a distributed drive vehicle as described in any one of claims 1 to 7.

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