Vehicle stability control method, apparatus, computer program product, medium, and device

Abstract

The application provides a vehicle stability control method, a vehicle stability control device, a computer program product, a computer readable storage medium and a computer device, and the vehicle stability control method comprises the following steps: acquiring a vehicle state parameter; in response to the vehicle state parameter satisfying a first preset condition, determining that the vehicle is in a first rollover working condition and executing a first anti-rollover control strategy to make the vehicle return to a stable state, wherein in the first rollover working condition, all lateral wheels are off-the-ground wheels, and in the stable state, all wheels are on-the-ground wheels; the execution of the first anti-rollover control strategy comprises the following steps: controlling the vehicle to steer at a theoretical steering angle; after steering, the vehicle state parameter is re-acquired; in response to the re-acquired vehicle state parameter satisfying a second preset condition, an additional theoretical torque is applied to the on-the-ground wheel, which is used to accelerate the rotation of the on-the-ground wheel, so that the vehicle returns to the stable state.

Description

Technical Field

[0001] This invention relates to the field of vehicle safety technology, and more specifically to a vehicle stability control method, a vehicle stability control device, and a computer program product, a computer-readable storage medium, and a computer device for performing such a vehicle stability control method. Background Technology

[0002] For active safety control of vehicles, rollover prevention plays an important role. For example, when a vehicle is making a sharp turn, the sprung mass twists around the roll axis under the action of lateral forces, causing the vehicle's center of gravity to shift outward and the vertical load on the wheels to transfer, thereby increasing the risk of rollover.

[0003] A rollover prevention control method is known from the prior art, wherein a rollover risk value is calculated based on the vehicle roll angle or roll rate, and when the rollover risk value exceeds a threshold, the corresponding rollover prevention control is activated and executed.

[0004] It should be noted that the content described herein is only to provide background information in relation to this disclosure and does not necessarily belong to the prior art. Summary of the Invention

[0005] Depending on the specific aspects, the present invention aims to provide a vehicle stability control method, a vehicle stability control device, a computer program product, a computer-readable storage medium, and a computer device.

[0006] Furthermore, the present invention aims to solve or alleviate other technical problems existing in the prior art.

[0007] According to a first aspect of the present invention, a vehicle stability control method is provided, comprising the following steps:

[0008] Obtain vehicle status parameters;

[0009] In response to the vehicle state parameters satisfying a first preset condition, the vehicle is determined to be in a first rollover condition, and a first anti-rollover control strategy is executed to bring the vehicle back to a stable state. In the first rollover condition, one side of the vehicle has all wheels off the ground, while in the stable state, all wheels are on the ground.

[0010] The execution of the first anti-rollover control strategy includes the following steps:

[0011] Control the vehicle to steer at the theoretical steering angle;

[0012] After the steering, the vehicle status parameters are reacquired;

[0013] In response to the reacquired vehicle state parameters satisfying the second preset condition, an additional theoretical torque is applied to the ground wheel to accelerate its rotation, thereby bringing the vehicle back to a stable state.

[0014] In the vehicle stability control method according to the first aspect of the present invention, the vehicle state parameters include at least one of the following: vehicle body tilt angle, vehicle lateral acceleration, vehicle lateral force, suspension travel, wheel speed, wheel ground clearance, and roll rate.

[0015] Accordingly, the first preset condition includes at least one of the following conditions: the vehicle tilt angle is greater than an angle threshold or its gradient is greater than an angle gradient threshold; the vehicle lateral acceleration is greater than an acceleration threshold or its gradient is greater than an acceleration gradient threshold; the vehicle lateral force is greater than a lateral force threshold or its gradient is greater than a lateral force gradient threshold; at least one side of the suspension travel is greater than a travel threshold; at least one side of the wheel speed is greater than the wheel speed of the other side of the wheel under the same torque; at least one side of the wheel has a ground clearance greater than a height threshold; and the roll angular velocity is greater than an angular velocity threshold or its gradient is greater than an angular velocity gradient threshold.

[0016] In the vehicle stability control method according to the first aspect of the present invention, the vehicle state parameters include driving mode parameters.

[0017] And correspondingly, the first preset condition includes: the driving mode parameter indicates that the vehicle is in slope mode, lateral overload mode or collision mode.

[0018] In the vehicle stability control method according to the first aspect of the present invention, when the slope mode, lateral overload mode or collision mode is executed, the vehicle is controlled to steer at the maximum steering angle defined by the vehicle steering mechanism.

[0019] In the vehicle stability control method according to the first aspect of the invention, the vehicle state parameters reacquired after the steering include the vehicle lateral force and the vehicle lateral acceleration.

[0020] And correspondingly, the second preset condition includes: the lateral force of the vehicle obtained before the turn is in the same direction as the lateral force of the vehicle obtained after the turn, and the lateral acceleration of the vehicle obtained before the turn is in the same direction as the lateral acceleration of the vehicle obtained after the turn.

[0021] In the vehicle stability control method according to the first aspect of the present invention, controlling the vehicle to steer at a theoretical steering angle includes the following steps:

[0022] In response to the vehicle being in forward mode, the vehicle is steered toward the side where the wheels are in contact with the ground.

[0023] In response to the vehicle being in reverse mode, control the vehicle to steer towards the side where the ground-free wheels are located;

[0024] In response to the vehicle being in a stationary mode, the vehicle is controlled to turn toward the side off the ground or the side on the ground.

[0025] The vehicle stability control method according to the first aspect of the present invention further includes the following steps:

[0026] In response to the vehicle state parameters satisfying a third preset condition, the vehicle is determined to be in a second rollover condition, and a second anti-rollover control strategy is executed to bring the vehicle back to a stable state.

[0027] In the second rollover scenario, if not all wheels on the same side are off the ground and there is a risk of rollover, the second anti-rollover control strategy applies the brakes to the wheels on the ground to bring the vehicle back to a stable state.

[0028] According to a second aspect of the invention, a vehicle stability control device is also provided, comprising:

[0029] The acquisition module acquires vehicle status parameters;

[0030] The determination module performs a rollover risk assessment based on the vehicle status parameters and determines that the vehicle is in a first rollover condition in response to the vehicle status parameters meeting a first preset condition.

[0031] A first control module, connected to the acquisition module and the determination module, executes a first anti-rollover control strategy for the first rollover condition to bring the vehicle back to a stable state.

[0032] In the first rollover scenario, one side of the wheels is off the ground, while in the stable state, all wheels are on the ground.

[0033] The first control module controls the vehicle to steer at a theoretical steering angle, and in response to the vehicle state parameters reacquired from the acquisition module after the steering meet a second preset condition, applies additional theoretical torque to the ground wheel to accelerate the rotation of the ground wheel, thereby returning the vehicle to a stable state.

[0034] According to a third aspect of the invention, a computer program product is also provided, comprising a computer program that, when executed, implements the vehicle stability control method described above.

[0035] According to a fourth aspect of the invention, a computer-readable storage medium is also provided, on which a computer program is stored, wherein the computer program, when executed by a processor, implements the vehicle stability control method described above.

[0036] Finally, according to a fifth aspect of the invention, a computer device is also provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle stability control method described above.

[0037] In the vehicle stability control method according to this disclosure, an effective rollover prevention effect can be achieved even in dangerous situations where all wheels on one side are off the ground, by selectively applying a theoretical torque to accelerate the rotation of the wheel on the ground through steering coupling. Attached Figure Description

[0038] Referring to the accompanying drawings, the above and other features of the present invention will become apparent, wherein,

[0039] Figure 1 A flowchart of one embodiment of the vehicle stability control method according to the present invention is shown;

[0040] Figure 2 A block diagram schematically illustrates one embodiment of the vehicle stability control device according to the present invention;

[0041] Figure 3 An embodiment of the computer device according to the present invention is illustrated schematically in block diagram form. Detailed Implementation

[0042] The present application will now be described more fully with reference to the accompanying drawings, which illustrate exemplary embodiments thereof. However, the present application may be implemented in various forms and should not be construed as being limited to the embodiments given herein. The foregoing embodiments are intended to make the disclosure herein complete and thorough, so as to more fully convey the scope of protection of the present application to those skilled in the art.

[0043] In this specification, terms such as “comprising” and “including” indicate that, in addition to having the units and steps that are directly and explicitly stated in the specification and claims, the technical solution of this application does not exclude the presence of other units and steps that are not directly or explicitly stated.

[0044] Unless otherwise specified, terms such as “first” and “second” do not indicate the order of units in terms of time, space, size, etc., but are merely used to distinguish between units.

[0045] Typically, when a rollover risk is identified, differential braking can be used to reduce lateral forces on the vehicle and bring it back to a stable state. This differential braking-based rollover prevention control is low-cost, fast-responding, and relatively easy to implement. However, the applicant recognizes that if a vehicle is rapidly placed in extreme conditions where one wheel is off the ground (e.g., when one side of the vehicle is under extreme overload, the road gradient significantly exceeds a gradient threshold, or one wheel is lifted to a certain height due to a collision), the rollover prevention function based on differential braking may be limited. Therefore, this invention aims to provide an improved vehicle stability control method that achieves effective rollover prevention under extreme conditions.

[0046] refer to Figure 1 The diagram illustrates a flowchart of a vehicle stability control method according to one embodiment, which includes the following steps:

[0047] S1: Obtain vehicle status parameters;

[0048] S2: Determine whether the vehicle state parameters meet the first preset condition, wherein...

[0049] If the vehicle status parameters meet the first preset condition, then step S3 is executed: determine that the vehicle is in a first rollover condition, and activate the first anti-rollover control strategy.

[0050] Otherwise, steps S4, S11 to S14 are executed, wherein in step S4, it is determined whether the vehicle state parameters meet the third preset condition, and the second anti-rollover control strategy is selectively executed according to the determination result.

[0051] According to Figure 1 Before describing the first anti-rollover control strategy in the left half of the document, it should be noted that the first rollover condition refers to a situation where all wheels on at least one side are off-ground (i.e., the off-ground side), wherein the side is parallel to the length direction of the vehicle. For example, in a four-wheeled passenger vehicle, if both the left front wheel and the left rear wheel on the left side are off-ground, the vehicle is determined to be in the first rollover condition, where the left side is the off-ground side and the right side is the ground-contact side. The terms "off-ground wheel" and "ground-contact wheel" should be understood relative to each other, where "off-ground wheel" refers to a wheel that is not in contact with the road surface and is lifted off the road surface.

[0052] In one embodiment, the vehicle state parameters obtained in step S1 are selected from the following group, which includes: vehicle body tilt angle, vehicle lateral acceleration, vehicle lateral force, suspension travel (of each suspension), wheel speed (of each wheel), wheel ground clearance (of each wheel), roll rate (about the longitudinal axis of the vehicle), and vehicle driving mode parameters.

[0053] The vehicle tilt angle refers to the tilt angle of the vehicle body relative to the horizontal plane, which can be represented by the angle between the line connecting the centers of two wheels on the same axle (e.g., the left and right front wheels on the front axle of the vehicle, where the two wheels on the same axle are not necessarily driven together; for example, the two wheels can be driven together via the axle, or they can be driven independently via a dedicated motor) and the horizontal plane. The vehicle tilt angle can be invoked from other vehicle controllers, for example, from the vehicle's ESP (Electronic Stability Program).

[0054] The vehicle's lateral acceleration, lateral force, suspension travel of each suspension, wheel speed, wheel height off the ground, and roll angular velocity around the vehicle's longitudinal axis can be measured by corresponding sensors.

[0055] Regarding the vehicle state parameters listed above, the first preset condition applied in S2 is as follows:

[0056] Regarding the vehicle body tilt angle, the corresponding first preset condition is: the vehicle body tilt angle is greater than an angle threshold or its gradient is greater than an angle gradient threshold;

[0057] Regarding the vehicle lateral acceleration, the corresponding first preset condition is: the vehicle lateral acceleration is greater than an acceleration threshold or its gradient is greater than an acceleration gradient threshold;

[0058] Regarding the lateral force of the vehicle, the corresponding first preset condition is: the lateral force of the vehicle is greater than the lateral force threshold or its gradient is greater than the lateral force gradient threshold.

[0059] Regarding the suspension travel, the corresponding first preset condition is: there is at least one side of the suspension travel that is greater than the travel threshold;

[0060] Regarding the wheel speed, the corresponding first preset condition is: at least one wheel speed in one direction is greater than the wheel speed in the other direction under the same torque.

[0061] Regarding the wheel's ground clearance, the corresponding first preset condition is: the ground clearance of two wheels on the same side is greater than a height threshold.

[0062] Regarding the roll rate, the corresponding first preset condition is: the roll rate is greater than a preset angular velocity threshold or the gradient of the roll rate is greater than a preset angular velocity gradient threshold.

[0063] Regarding the vehicle's driving mode parameters, the corresponding first preset condition is: the driving mode parameters indicate whether the vehicle is in slope mode, lateral overload mode, or collision mode.

[0064] The threshold values ​​mentioned here can be preset. The gradient mentioned is used to characterize the changes in the corresponding vehicle state parameters, such as the change between the current time and the previous time, or the change with respect to time.

[0065] When determining whether a vehicle is in the first rollover condition based on vehicle status parameters, any of the aforementioned vehicle status parameters and the corresponding first preset condition can be selected. For example, in step S1, the vehicle tilt angle calculated by ESP is obtained. If the vehicle tilt angle is greater than a preset angle threshold and its gradient is greater than the angle gradient threshold, it is determined that the vehicle is currently in the first rollover condition, and the first anti-rollover control strategy is subsequently activated.

[0066] In another implementation, in step S1, the wheel height from the ground is obtained, for example, by a sensor. If the wheel heights of two wheels on the same side are greater than a height threshold, the vehicle is determined to be in a first rollover condition, and the first anti-rollover control strategy is subsequently activated.

[0067] In another implementation, in step S1, the roll angular velocity about the vehicle's longitudinal axis, detected by a sensor, is obtained. If the roll angular velocity is greater than a preset angular velocity threshold and the gradient of the roll angular velocity is greater than a preset angular velocity gradient threshold, the vehicle is determined to be in a first rollover condition, and the first anti-rollover control strategy is subsequently activated.

[0068] In another feasible implementation, in step S1, the vehicle's driving mode parameters are obtained. If the driving mode parameters indicate that the vehicle is in an extreme mode such as a slope mode, a lateral overload mode, or a collision mode, then the vehicle is determined to be in a first rollover condition, and the first anti-rollover control strategy is subsequently activated.

[0069] Furthermore, it is also feasible to select multiple (e.g., two or more) vehicle state parameters and corresponding first preset conditions when determining whether a vehicle is in the first rollover condition based on vehicle state parameters. By combining multiple vehicle state parameters, the judgment results can be cross-verified, thereby improving the robustness of the calculation.

[0070] For example, in step S1, the vehicle tilt angle calculated by ESP and the suspension travel of each suspension are obtained. If the vehicle tilt angle is greater than a preset angle threshold and the travel of two suspensions on the same side is greater than a preset travel threshold (or the suspension travel reaches its free travel), it is determined that the vehicle is currently in a first rollover condition, and the first anti-rollover control strategy is then activated.

[0071] In another implementation, in step S1, the vehicle tilt angle calculated by ESP and the vehicle lateral acceleration detected by sensors are obtained. If the vehicle tilt angle is greater than a preset angle threshold and the vehicle lateral acceleration is greater than a preset acceleration threshold, it is determined that the vehicle is currently in a first rollover condition, and the first anti-rollover control strategy is subsequently activated.

[0072] In another implementation, exemplarily for a four-wheeled passenger vehicle, in step S1, the vehicle tilt angle calculated by ESP, the vehicle lateral acceleration detected by sensors, the vehicle lateral force, the suspension travel of the four suspensions, and the wheel speed of the four wheels are acquired. If the vehicle tilt angle is greater than a preset angle threshold, the vehicle lateral acceleration is greater than a preset acceleration threshold, the vehicle lateral force is greater than a preset lateral force threshold, the travel of the two suspensions on the same side is greater than a preset travel threshold (or the suspension travel reaches its free travel), and the wheel speed on the same side is relatively large compared to the two wheel speeds on the other side, then it is determined that the vehicle is currently in a first rollover condition, and the first anti-rollover control strategy is subsequently activated.

[0073] It should be understood that the above-described embodiments regarding the vehicle state parameters are merely exemplary and not limiting, and can be modified as needed. The vehicle state parameters may, for example, include steering wheel angle, road slope, slip ratio, vehicle center of gravity parameters, suspension stiffness parameters, or other parameters. Furthermore, it should be understood that the above-described embodiments for obtaining vehicle state parameters are merely exemplary and not limiting, and can be modified as needed. These parameters can be measured by appropriate sensors or retrieved from other functional modules related to vehicle stability control.

[0074] In response to the vehicle being in a first rollover condition, a first anti-rollover control strategy is activated and executed, which can be summarized as: actively steering the wheels in contact with the ground, selectively applying additional theoretical torque to the wheels in contact with the ground based on the vehicle's state parameters after active steering to accelerate their rotation, thereby bringing the vehicle back to a stable state. Specifically, in response to the vehicle being in a first rollover condition, the wheels in contact with the ground are controlled to steer. If the steering can bring the vehicle back to a stable state, the aforementioned process of applying additional theoretical torque to the wheels in contact with the ground can be omitted. Conversely, if the steering cannot bring the vehicle back to a stable state, additional theoretical torque is applied to the wheels in contact with the ground.

[0075] according to Figure 1 The left half of the first rollover prevention control strategy includes the following steps:

[0076] S5: Controls the vehicle to steer at the theoretical steering angle;

[0077] S6: Reacquire vehicle status parameters after the steering;

[0078] S7: Determine whether the newly acquired vehicle state parameters meet the second preset condition, wherein...

[0079] If the second preset condition is met, then step S8 is executed: apply additional theoretical torque to the ground wheel to accelerate its rotation, thereby bringing the vehicle back to a stable state (i.e., step S9).

[0080] Otherwise, no additional theoretical torque is applied to the ground-contacting wheels until the vehicle returns to a stable state (i.e., step S9);

[0081] S10: In response to the vehicle returning to a stable state, the first anti-rollover control strategy is deactivated.

[0082] Regarding step S5, it can be performed as follows:

[0083] In response to the vehicle being in forward mode, the vehicle is steered toward the side where the wheels are in contact with the ground.

[0084] In response to the vehicle being in reverse mode, control the vehicle to steer towards the side where the ground-free wheels are located;

[0085] In response to the vehicle being in a stationary mode, the vehicle is controlled to turn toward the side off the ground or the side on the ground, wherein the forward mode, reverse mode and stationary mode can be determined based on the relevant vehicle state parameters, such as vehicle speed.

[0086] For example, in a first rollover situation where a vehicle in forward mode is placed with its inner two wheels off the ground due to a sharp turn, where the outer side is the ground-touching side and the inner side is the ground-off side, the vehicle is controlled to steer towards the ground-touching side. This steering reduces lateral forces on the vehicle and counteracts the rollover, thereby reducing the rollover tendency or angle.

[0087] Here, the contact wheel is at least one of the front and rear wheels, which has active steering capability and can be driven. For example, a four-wheeled passenger vehicle may be equipped with a steer-by-wire system. Alternatively, each wheel may be independently driveable and steerable.

[0088] In one embodiment, exemplarily for a four-wheeled passenger vehicle, if one wheel on the ground side (i.e., the front or rear wheel) participates in the steering, it steers at the theoretical steering angle in the manner described above. Here, if both wheels on the ground side (i.e., the front and rear wheels) participate in the steering, it steers at the theoretical steering angle in the manner described above, wherein the steering directions of the two wheels are consistent.

[0089] Furthermore, in step S5, the vehicle is controlled to steer at a theoretical steering angle, the value of which can be calculated based on vehicle state parameters. For example, it is calculated using a PID (Proportional-Integral-Derivative) control method based on lateral acceleration and rollover angle.

[0090] In one implementation, in step S5, in response to the vehicle being in the aforementioned slope mode, lateral overload mode, or collision mode, the other lateral wheel in contact with the ground is controlled to steer at a maximum steering angle, which is limited by the vehicle steering mechanism. This changes the vehicle's lateral force as quickly as possible and counteracts the rollover.

[0091] In step S6, in one embodiment, the vehicle's lateral force and lateral acceleration are reacquired. Accordingly, in step S7, these are compared with the vehicle's lateral force and lateral acceleration acquired before the turn, and the aforementioned additional theoretical torque is selectively applied to the ground wheel based on the comparison results. Specifically, in step S7, if the vehicle's lateral force acquired before the turn is in the same direction as the vehicle's lateral force acquired after the turn, and the vehicle's lateral acceleration acquired before the turn is in the same direction as the vehicle's lateral acceleration acquired after the turn, then it is determined that the second preset condition is met, and in S8, additional theoretical torque is applied to the ground wheel to accelerate its rotation; otherwise, no additional theoretical torque is applied to the ground wheel, that is, the vehicle returns to a stable state by relying on the steering action of the ground wheel (i.e., step S9).

[0092] For example, regarding the direction of the additional theoretical torque, if the vehicle is in forward mode, the theoretical torque is a positive torque, meaning its direction is consistent with the wheel rotation direction in forward mode. If the vehicle is in reverse mode, the theoretical torque is a negative torque, meaning its direction is consistent with the wheel rotation direction in reverse mode. If the vehicle is in stationary mode, the direction of the theoretical torque is determined based on the direction of the aforementioned theoretical steering angle.

[0093] according to Figure 1 The left half of the wheel, through the steering coupling of the ground wheel, selectively applies the theoretical torque used to accelerate its rotation, which can achieve a more effective anti-rollover effect even in more dangerous situations where both wheels on one side are off the ground.

[0094] according to Figure 1 The right half of the process involves determining in step S4 whether the acquired vehicle state parameters meet the third preset condition.

[0095] If the third preset condition is met, then in step S11, it is determined that the vehicle is in the second rollover condition and the second anti-rollover control strategy is activated.

[0096] Otherwise, the second anti-rollover control strategy is not activated and the vehicle is kept in a stable state, wherein, in the second rollover condition, not all wheels on the same side are off the ground and there is a risk of rollover.

[0097] In one implementation, whether a vehicle is in a second rollover condition is determined as follows: a rollover risk coefficient is calculated based on the acquired vehicle state parameters; if the rollover risk coefficient is greater than a preset threshold, the vehicle is determined to be in the second rollover condition. For example, the rollover risk coefficient can be calculated based on suspension parameters (e.g., suspension travel or suspension stiffness), center of gravity parameters, load parameters, tire vertical load, or other vehicle state parameters.

[0098] In another implementation, analogous to the first preset condition described above, the third preset condition is: the corresponding vehicle state parameter or the gradient of the corresponding vehicle state parameter is within a preset range, wherein the upper limit of the preset range is less than or equal to the relevant threshold used for the first preset condition.

[0099] from Figure 1 The right half of the diagram also shows that, after activating the second anti-rollover control strategy, in step S12, braking force is applied to the wheel in contact with the ground to reduce the lateral force on the vehicle and counteract the vehicle's rollover tendency. Subsequently, in response to the vehicle returning to a stable state (i.e., step S13), the second anti-rollover control strategy is deactivated (i.e., step S14).

[0100] According to the present invention, on the one hand, a braking-based anti-rollover control strategy is employed in the second rollover scenario with rollover risk to effectively intervene in advance; on the other hand, in the first rollover scenario where one wheel is off the ground, an anti-rollover control strategy based on selectively applying theoretical torque through steering coupling is employed to quickly bring the vehicle back to a stable state in dangerous situations. In this way, the vehicle's anti-rollover control effect can be improved and vehicle driving safety can be significantly enhanced.

[0101] Furthermore, according to a second aspect of the present invention, a vehicle stability control device 10 is also provided, see [link to second aspect]. Figure 2 It includes:

[0102] Module 11 acquires vehicle status parameters;

[0103] The determination module 12 performs a rollover risk assessment based on the vehicle status parameters and determines that the vehicle is in a first rollover condition in response to the vehicle status parameters meeting a first preset condition.

[0104] The first control module 13 is connected to the acquisition module 11 and the determination module 12, and executes a first anti-rollover control strategy for the first rollover condition to bring the vehicle back to a stable state.

[0105] In the first rollover scenario, one side of the wheels is off the ground, while in the stable state, all wheels are on the ground.

[0106] The first control module controls the vehicle to steer at a theoretical steering angle, and in response to the vehicle state parameters reacquired from the acquisition module after the steering meet a second preset condition, applies additional theoretical torque to the ground wheel to accelerate its rotation, thereby bringing the vehicle back to a stable state.

[0107] In another embodiment, the vehicle stability control device 10 further includes a second control module 14. Here, the determining module 12 is further configured to perform a rollover risk assessment based on the vehicle state parameters, and to determine that the vehicle is in a second rollover condition in response to the vehicle state parameters meeting a third preset condition. Accordingly, the second control module 14 executes a second anti-rollover control strategy for the second rollover condition, wherein braking force is applied to the wheels in contact with the ground to keep the vehicle in a stable state with all wheels in contact with the ground, free from rollover risk.

[0108] Hereinafter, advantages and features of the vehicle stability control device according to the invention, which have been described in conjunction with the vehicle stability control method according to the invention, are presented in particular with reference to the explanation made for the vehicle stability control method.

[0109] Furthermore, a computer program product comprising a computer program is proposed, wherein, when executed, the computer program implements the vehicle stability control method according to one or more embodiments described above. Here, the features and advantages of this computer program product, which have been described in conjunction with the vehicle stability control method according to the invention, are particularly noted, and reference can be made accordingly to the explanations made for the vehicle stability control method.

[0110] Furthermore, a computer-readable storage medium is proposed, on which a computer program is stored, wherein, when executed by a processor, the computer program implements the vehicle stability control method according to one or more embodiments described above. The computer-readable storage medium mentioned herein includes various types of computer storage media, and can be any available medium accessible to a general-purpose or special-purpose computer. For example, the computer-readable storage medium may include RAM, ROM, EPROM, E2PROM, registers, hard disk, removable disk, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage device, or any other temporary or non-temporary medium capable of carrying or storing desired program code units having the form of instructions or data structures and accessible by a general-purpose or special-purpose computer, or a general-purpose or special-purpose processor. Here, the features and advantages described in conjunction with the vehicle stability control method according to the invention are particularly evident with respect to this computer-readable storage medium, and reference can be made accordingly to the explanation made for the vehicle stability control method.

[0111] Finally, a computer device 100 is also proposed, see [link to relevant documentation]. Figure 3 The computer device includes a memory 110, a processor 120, and a computer program 130 stored in the memory 110 and executable on the processor. When the processor 120 executes the computer program 130, it implements a vehicle stability control method according to one or more embodiments described above. In particular, the features and advantages of this computer device, as described in conjunction with the vehicle stability control method according to the invention, can be referenced accordingly to the explanations made regarding the vehicle stability control method.

[0112] The embodiments and examples presented herein are provided to illustrate embodiments of this application and its specific applications, thereby enabling those skilled in the art to implement and use this application. However, those skilled in the art should understand that the above description and examples are provided for ease of illustration and example only. The descriptions presented are not intended to cover all aspects of this application or to limit this application to the precise forms disclosed.

Claims

1. A vehicle stability control method, characterized in that, Includes the following steps: Obtain vehicle status parameters; In response to the vehicle state parameters satisfying a first preset condition, the vehicle is determined to be in a first rollover condition, and a first anti-rollover control strategy is executed to bring the vehicle back to a stable state. In the first rollover condition, one side of the vehicle has all wheels off the ground, while in the stable state, all wheels are on the ground. The execution of the first anti-rollover control strategy includes the following steps: Control the vehicle to steer at the theoretical steering angle; After the steering, the vehicle status parameters are reacquired; In response to the reacquired vehicle state parameters satisfying the second preset condition, an additional theoretical torque is applied to the ground wheel to accelerate its rotation, thereby bringing the vehicle back to a stable state.

2. The vehicle stability control method according to claim 1, characterized in that, The vehicle state parameters include at least one of the following: vehicle body tilt angle, vehicle lateral acceleration, vehicle lateral force, suspension travel, wheel speed, wheel ground clearance, and roll rate; Accordingly, the first preset condition includes at least one of the following conditions: the vehicle tilt angle is greater than an angle threshold or its gradient is greater than an angle gradient threshold; the vehicle lateral acceleration is greater than an acceleration threshold or its gradient is greater than an acceleration gradient threshold; the vehicle lateral force is greater than a lateral force threshold or its gradient is greater than a lateral force gradient threshold; at least one side of the suspension travel is greater than a travel threshold; at least one side of the wheel speed is greater than the wheel speed of the other side of the wheel under the same torque; at least one side of the wheel has a ground clearance greater than a height threshold; and the roll angular velocity is greater than an angular velocity threshold or its gradient is greater than an angular velocity gradient threshold.

3. The vehicle stability control method according to claim 1, characterized in that, The vehicle status parameters include driving mode parameters. And correspondingly, the first preset condition includes: the driving mode parameter indicates that the vehicle is in slope mode, lateral overload mode or collision mode.

4. The vehicle stability control method according to claim 3, characterized in that, When the slope mode, lateral overload mode, or collision mode are executed, the vehicle is controlled to steer at the maximum steering angle defined by the vehicle steering mechanism when the first anti-rollover control strategy is implemented.

5. The vehicle stability control method according to claim 2, characterized in that, The vehicle state parameters reacquired after the steering maneuver include the vehicle's lateral force and lateral acceleration. And correspondingly, the second preset condition includes: the lateral force of the vehicle obtained before the turn is in the same direction as the lateral force of the vehicle obtained after the turn, and the lateral acceleration of the vehicle obtained before the turn is in the same direction as the lateral acceleration of the vehicle obtained after the turn.

6. The vehicle stability control method according to claim 1, characterized in that, The process of controlling the vehicle to steer at a theoretical steering angle includes the following steps: In response to the vehicle being in forward mode, the vehicle is steered toward the side where the wheels are in contact with the ground. In response to the vehicle being in reverse mode, control the vehicle to steer towards the side where the ground-free wheels are located; In response to the vehicle being in a stationary mode, the vehicle is controlled to turn toward the side off the ground or the side on the ground.

7. The vehicle stability control method according to any one of claims 1 to 6, characterized in that, It also includes the following steps: In response to the vehicle state parameters satisfying a third preset condition, the vehicle is determined to be in a second rollover condition, and a second anti-rollover control strategy is executed to bring the vehicle back to a stable state. In the second rollover scenario, if not all wheels on the same side are off the ground and there is a risk of rollover, the second anti-rollover control strategy applies the brakes to the wheels on the ground to bring the vehicle back to a stable state.

8. A vehicle stability control device, characterized in that, include: The acquisition module acquires vehicle status parameters; The determination module performs a rollover risk assessment based on the vehicle status parameters and determines that the vehicle is in a first rollover condition in response to the vehicle status parameters meeting a first preset condition. A first control module, connected to the acquisition module and the determination module, executes a first anti-rollover control strategy for the first rollover condition to bring the vehicle back to a stable state. In the first rollover scenario, one side of the wheels is off the ground, while in the stable state, all wheels are on the ground. The first control module controls the vehicle to steer at a theoretical steering angle, and in response to the vehicle state parameters reacquired from the acquisition module after the steering meet a second preset condition, applies additional theoretical torque to the ground wheel to accelerate the rotation of the ground wheel, thereby returning the vehicle to a stable state.

9. A computer program product comprising a computer program, characterized in that, When the computer program is executed, it implements the vehicle stability control method according to any one of claims 1 to 7.

10. A computer-readable storage medium on which a computer program is stored, characterized in that, When the computer program is executed by the processor, it implements the vehicle stability control method according to any one of claims 1 to 7.

11. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the vehicle stability control method according to any one of claims 1 to 7.

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