Automobile steering stability control method, device, equipment and automobile

Abstract

The present invention provides a method, device, equipment and automobile for controlling automobile steering stability, and relates to the field of automobile technology. The method comprises the following steps: when the automobile is in an unstable state, an integrated control unit controls a wheel drive mechanism to adjust the driving torque according to a first operating parameter until the automobile is converted to a non-instability state, or the driving torque is adjusted to a driving limit value. If the driving torque is adjusted to the driving limit value, but the automobile is still in an unstable state, the integrated control unit controls a wheel braking mechanism to adjust the braking torque and controls an active suspension to adjust the damping of the active suspension according to a second operating parameter, until the automobile is converted to a non-instability state, or the braking torque is adjusted to a braking limit value, or the damping of the active suspension is adjusted to a damping limit value. The method, device, equipment and automobile for controlling automobile steering stability provided by the present invention have a good control effect on the stability of an automobile that is unstable during steering.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to an automobile steering stability control method, device, equipment and automobile. Background Art

[0002] Cars are a common means of transportation. Cars are prone to instability when turning, which in turn affects the driving experience and driving safety.

[0003] The stability of a vehicle can be controlled by actuation systems such as the wheel drive system and wheel brake system. In related art vehicles, each of these actuation systems is equipped with an independent control unit. Each control unit has independent control logic and independently controls its own actuation system according to the control logic.

[0004] However, in the related art, the coupling between different execution systems for controlling the stability of the vehicle is poor, and the control effect on improving the stability of the vehicle that becomes unstable during steering is poor. Summary of the Invention

[0005] The present invention aims to provide a method, device, apparatus and vehicle for controlling vehicle steering stability, so as to solve the problem in the prior art of poor control effect in improving the stability of a vehicle that becomes unstable during steering.

[0006] In one aspect, the present invention provides a method for controlling vehicle steering stability, for use in a vehicle including an integrated control unit, the method comprising:

[0007] When the vehicle is in an unstable state, the integrated control unit controls the wheel drive mechanism to adjust the driving torque according to the first operating parameter until the vehicle is converted to a non-instable state or the driving torque is adjusted to the driving limit value, wherein the first operating parameter is the operating parameter when the vehicle is converted from a non-instable state to an unstable state.

[0008] If the driving torque is adjusted to the driving limit value and the vehicle is still in an unstable state, the integrated control unit controls the wheel braking mechanism to adjust the braking torque and controls the active suspension to adjust the damping of the active suspension according to the second operating parameter until the vehicle is converted to a non-instable state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, wherein the second operating parameter is the operating parameter of the vehicle when the driving torque is adjusted to the driving limit value.

[0009] Optionally, when the vehicle is in an unstable state, the integrated control unit controls the wheel drive mechanism to adjust the driving torque according to the first operating parameter until the vehicle is converted to a non-instability state or the driving torque is adjusted to a driving limit value, specifically including:

[0010] The integrated control unit obtains a first compensation yaw moment according to the first operating parameter.

[0011] The integrated control unit obtains a drive adjustment target value corresponding to each wheel according to the first compensation yaw moment.

[0012] The integrated control unit controls the wheel drive mechanism to adjust the driving torque of each wheel according to the driving adjustment target value of each wheel until the vehicle is converted into a non-instability state or the driving torque of at least one wheel is adjusted to the driving limit value.

[0013] Optionally, the integrated control unit controls the wheel drive mechanism to adjust the driving torque of each wheel according to the drive adjustment target value of each wheel, specifically including:

[0014] The integrated control unit detects the actual drive torque at each wheel.

[0015] The integrated control unit controls the wheel drive mechanism to adjust the drive torque for each wheel according to the actual drive torque of each wheel and the drive adjustment target value.

[0016] Optionally, if the driving torque is adjusted to the driving limit value and the vehicle is still in an unstable state, the integrated control unit controls the wheel braking mechanism to adjust the braking torque and controls the active suspension to adjust the damping of the active suspension according to the second operating parameter until the vehicle is converted to a non-instability state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, specifically including:

[0017] The integrated control unit obtains a second compensation yaw moment according to the second operating parameter.

[0018] The integrated control unit obtains a braking adjustment target value corresponding to each wheel according to the second compensating yaw moment.

[0019] The integrated control unit adjusts the target value according to the braking of each wheel to obtain the required road adhesion at each wheel.

[0020] The integrated control unit obtains the damping adjustment target value corresponding to each vibration reduction mechanism of the active suspension according to the road adhesion required at each wheel.

[0021] The integrated control unit controls the wheel braking mechanism to adjust the braking torque of each wheel according to the braking adjustment target value of each wheel, and controls the active suspension to adjust the damping of each shock absorber mechanism according to the damping adjustment target value of each shock absorber mechanism, until the vehicle is converted to a non-instability state, or the braking torque of at least one wheel is adjusted to the braking limit value, or the damping of at least one shock absorber mechanism is adjusted to the damping limit value.

[0022] Optionally, the method further includes:

[0023] The integrated control unit obtains the vehicle's operating parameters.

[0024] The integrated control unit obtains the actual center-of-mass sideslip angle, the actual yaw rate, the expected center-of-mass sideslip angle and the expected yaw rate under the current operating parameters according to the operating parameters.

[0025] If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the current operating parameters is greater than a first preset value, and the difference between the actual yaw rate and the expected yaw rate under the current operating parameters is greater than a second preset value, the integrated control unit determines that the vehicle is currently in an unstable state.

[0026] If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the current operating parameters is less than or equal to a first preset value, and / or the difference between the actual yaw rate and the expected yaw rate under the current operating parameters is less than or equal to a second preset value, the integrated control unit determines that the vehicle is currently in a non-instability state.

[0027] Optionally, the operating parameters include actual yaw rate, steering wheel angle, vehicle speed and lateral acceleration.

[0028] Optionally, the method further includes:

[0029] If the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, and the vehicle is still in an unstable state, the integrated control unit controls the steering mechanism to adjust the wheel steering angle according to the third operating parameter to convert the vehicle into a non-instability state, wherein the third operating parameter is the operating parameter of the vehicle when the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value.

[0030] In another aspect, the present invention provides a vehicle steering stability control device for a vehicle including an integrated control unit, the device comprising:

[0031] The first control module is used to control the wheel drive mechanism to adjust the driving torque according to the first operating parameter when the vehicle is in an unstable state until the vehicle is converted to a non-instable state or the driving torque is adjusted to the driving limit value, wherein the first operating parameter is the operating parameter when the vehicle is converted from a non-instable state to an unstable state.

[0032] The second control module is used to enable the integrated control unit to control the wheel braking mechanism to adjust the braking torque and control the active suspension to adjust the damping of the active suspension according to the second operating parameter when the driving torque is adjusted to the driving limit value and the vehicle is still in an unstable state, until the vehicle is converted to a non-instable state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, wherein the second operating parameter is the operating parameter of the vehicle when the driving torque is adjusted to the driving limit value.

[0033] In another aspect, the present invention provides an electronic device, comprising an integrated control unit and a memory, wherein the integrated control unit is communicatively connected to the memory.

[0034] The memory stores computer instructions, and the integrated control unit is used to execute the computer instructions to implement the vehicle steering stability control method in any of the above embodiments.

[0035] In yet another aspect, the present invention provides a vehicle comprising a wheel drive mechanism, a wheel brake mechanism, an active suspension, and the electronic device according to any one of the above embodiments.

[0036] The wheel drive mechanisms, wheel brake mechanisms and active suspension are all in communication with the integrated control unit of the electronics.

[0037] On the other hand, the present invention provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the vehicle steering stability control method in any of the above embodiments is implemented.

[0038] The present invention provides a method, device, apparatus, and vehicle for controlling vehicle steering stability. The method comprises the following steps: when the vehicle is in an unstable state, an integrated control unit controls a wheel drive mechanism to adjust the driving torque according to a first operating parameter until the vehicle is switched to a non-instability state or the driving torque is adjusted to a driving limit value. If the driving torque is adjusted to the driving limit value but the vehicle is still in an unstable state, the integrated control unit controls a wheel brake mechanism to adjust the braking torque and controls an active suspension to adjust the damping of the active suspension according to a second operating parameter until the vehicle is switched to a non-instability state or the braking torque is adjusted to the braking limit value or the damping of the active suspension is adjusted to the damping limit value. The first operating parameter is the operating parameter of the vehicle when the vehicle switches from a non-instability state to an unstable state, and the second operating parameter is the operating parameter of the vehicle when the driving torque is adjusted to the driving limit value.

[0039] Through the above arrangement, actuators such as the wheel drive mechanism, wheel brake system, and active suspension can all be uniformly controlled by an integrated control unit. Each actuator can operate according to the same control logic, and the coupling between different actuators is good, which facilitates coordinated operation of the actuators. When the vehicle is in an unstable state, the wheel drive mechanism is first controlled to adjust the driving torque according to the first operating parameter to improve the vehicle's stability. After the driving torque is adjusted to the driving limit value, if the vehicle is still in an unstable state, the wheel brake mechanism is controlled to adjust the braking torque and the brake suspension is controlled to adjust the damping according to the second operating parameter to improve the vehicle's stability. The actuators operate in a sequential and orderly manner, which is less likely to cause conflicts between the actuators and the problem of excessive vehicle posture adjustment. In addition, adjusting the driving torque first has a smaller impact on the vehicle's operation and changes in the vehicle's posture, which helps improve the comfort of the driver and passengers and the safety of driving. When the driving torque is insufficient to convert the vehicle to a non-instability state, adjusting the braking torque and the damping of the active suspension helps the vehicle to convert to a non-instability state more quickly. Adjusting the braking torque after the driving torque is adjusted to the driving limit can reduce the forces acting on the wheel drive mechanism and the wheel brake mechanism, making the vehicle speed change more gradual and reducing the risk of safety accidents. In addition, each actuator does not need to be separately provided with a control unit to control the corresponding actuator, which can make the structure of the actuator simpler and eliminate the need for joint adjustment of different actuators. This can save time in vehicle assembly and testing and help improve the efficiency of vehicle assembly and testing. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 A system architecture diagram of a vehicle steering stability control system provided in an embodiment of the present application;

[0042] Figure 2 A flowchart of a vehicle steering stability control method provided in an embodiment of the present application;

[0043] Figure 3 A flowchart of another vehicle steering stability control method provided in an embodiment of the present application;

[0044] Figure 4 This is a schematic diagram of a car turning;

[0045] Figure 5A schematic diagram of a vehicle steering stability control device provided in an embodiment of the present application;

[0046] Figure 6 A schematic diagram of an electronic device provided in an embodiment of the present application.

[0047] Description of reference numerals:

[0048] 100, integrated control unit; 200, wheel drive mechanism; 300, wheel braking mechanism; 400, active suspension; 410, shock absorption mechanism; 500, steering mechanism; 600, data acquisition module; 610, inertial sensor; 620, wheel speed sensor; 630, torque sensor; 640, steering wheel angle sensor; 700, memory; 810, acquisition module; 820, determination module; 830, first control module; 840, second control module; 850, third control module. DETAILED DESCRIPTION

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0050] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0051] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "fixed," and the like should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0052] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0053] In the above description, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0054] As discussed in the background, automobiles are prone to instability during steering. Related art automobiles include independent actuator systems, such as wheel drive systems and wheel brake systems. Each actuator system is equipped with an independent control unit, each equipped with independent control logic, and each independently controls its own actuator system according to the configured control logic. To improve the stability of an unstable vehicle, each actuator system operates independently according to its own control logic. While some actuator systems can interact with each other, the control logic of some actuator systems is difficult to coordinate, resulting in limited ability for different actuator systems to coordinate with each other. The coupling between different actuator systems is poor, and the independent operation of each actuator mechanism is chaotic. This can lead to conflicts between different actuator systems, or simultaneous operation of different actuator systems, resulting in excessive vehicle posture adjustments. Consequently, related art automobiles have poor control effectiveness in improving the stability of vehicles experiencing steering instability. Furthermore, each actuator system is equipped with an independent control unit, resulting in a complex and costly structure. Furthermore, to enable coordinated operation of some actuator systems, the coordinated actuator systems must be debugged, which reduces the efficiency of vehicle assembly and testing.

[0055] To solve the above technical problems, an embodiment of the present application provides a method for controlling vehicle steering stability, comprising the following steps: when the vehicle is in an unstable state, an integrated control unit controls a wheel drive mechanism to adjust the driving torque according to a first operating parameter until the vehicle transitions to a non-instability state or the driving torque is adjusted to a driving limit value. If the driving torque is adjusted to the driving limit value but the vehicle is still in an unstable state, the integrated control unit controls a wheel braking mechanism to adjust the braking torque and controls an active suspension to adjust the damping of the active suspension according to a second operating parameter until the vehicle transitions to a non-instability state or the braking torque is adjusted to a braking limit value or the damping of the active suspension is adjusted to a damping limit value, wherein the first operating parameter is the operating parameter of the vehicle when the vehicle transitions from a non-instability state to an unstable state, and the second operating parameter is the operating parameter of the vehicle when the driving torque is adjusted to the driving limit value.

[0056] With this configuration, actuators such as the wheel drive mechanisms, wheel brake systems, and active suspension can all be uniformly controlled by an integrated control unit. Each actuator can operate according to the same control logic, resulting in strong coupling between different actuators and facilitating coordinated operation. When the vehicle is unstable, the wheel drive mechanisms are first controlled to adjust the driving torque based on a first operating parameter to improve vehicle stability. After the driving torque is adjusted to the driving limit, if the vehicle is still unstable, the wheel brake mechanisms are controlled to adjust the braking torque and the brake suspension damping based on a second operating parameter to improve vehicle stability. Each actuator operates sequentially and orderly, making conflict less likely and preventing excessive vehicle posture adjustments. In addition, adjusting the driving torque first has a smaller impact on the vehicle's operation and changes in the vehicle's posture, which helps improve the comfort of the driver and passengers and the safety of driving. When the driving torque is insufficient to convert the vehicle to a non-instability state, adjusting the braking torque and the damping of the active suspension helps the vehicle to convert to a non-instability state more quickly. Adjusting the braking torque after the driving torque is adjusted to the driving limit can reduce the forces acting on the wheel drive mechanism and the wheel brake mechanism, making the vehicle speed change more gradual and reducing the risk of safety accidents. In addition, each actuator does not need to be separately provided with a control unit to control the corresponding actuator, which can make the structure of the actuator simpler and eliminate the need for joint adjustment of different actuators. This can save time in vehicle assembly and testing and help improve the efficiency of vehicle assembly and testing.

[0057] The vehicle steering stability control method, device, equipment and vehicle provided in this application are described in detail below with reference to specific embodiments.

[0058] Figure 1 This is a system architecture diagram of a vehicle steering stability control system provided in an embodiment of the present application.

[0059] like Figure 1 As shown, the system architecture of the automobile steering stability control system provided by the embodiment of the present application may include an integrated control unit 100, a wheel drive mechanism 200, a wheel braking mechanism 300, an active suspension 400, a steering mechanism 500 and a data acquisition module 600, and the wheel drive mechanism 200, the wheel braking mechanism 300, the active suspension 400, the steering mechanism 500 and the data acquisition module 600 are all communicatively connected to the integrated control unit 100.

[0060] It can be understood that the wheel drive mechanism 200, the wheel braking mechanism 300, the active suspension 400, the steering mechanism 500 and the data acquisition module 600 can be communicated with the integrated control unit 100 through a wired connection such as a controller area network (CAN) bus, or through a wireless connection.

[0061] The wheel drive mechanism 200 is used to provide a driving torque to the wheel to drive the wheel to rotate, so that the vehicle moves forward or backward. It should be noted that the wheel drive mechanism 200 can provide a driving torque to the wheel to drive the wheel to rotate forward, and can also provide a driving torque to the wheel to drive the wheel to rotate backward. The wheel drive mechanism 200 can be an electric drive mechanism, or a fuel drive mechanism, or a hybrid drive mechanism. It should be noted that the driving torque is the torque provided by the wheel drive mechanism 200 to the wheel. The direction of the driving torque can be the same as or different from the direction of wheel rotation. For example, when the wheel is rotating forward, the wheel drive mechanism 200 can provide a driving torque to the wheel to cause the wheel to rotate backward.

[0062] The wheel brake mechanism 300 is used to provide a braking torque to the wheel to brake the wheel rotation so as to slow down or stop the vehicle. The wheel brake mechanism 300 can be a hydraulic brake mechanism, a mechanical brake mechanism, etc. For example, it can be an electronically controlled hydraulic brake mechanism or an electronically controlled mechanical brake mechanism.

[0063] The steering mechanism 500 is used to change the wheel steering angle to change the direction of the vehicle. The steering mechanism 500 can be an electric power steering mechanism, a wire-controlled steering mechanism, etc. It can be an all-wheel steering mechanism or a front axle steering mechanism.

[0064] The active suspension 400 is used to connect the wheels and body of the vehicle. For example, it can be a motor-powered active suspension or a dual-control air suspension system. The active suspension 400 may include a vibration damping mechanism 410, with its ends securely connected to the vehicle body and wheels, respectively. The vibration damping mechanism 410 can provide vibration damping, and the damping of the vibration damping mechanism 410 can be adjusted to adjust the vehicle body's posture. For example, the vibration damping mechanism 410 can be an air spring or a hydraulic shock absorber. The active suspension 400 may include multiple vibration damping mechanisms 410 located at different positions on the vehicle body, and the damping of each vibration damping mechanism 410 can be independently adjusted. For example, the active suspension 400 may include a left front vibration damping mechanism, a right front vibration damping mechanism, a left rear vibration damping mechanism, and a right rear vibration damping mechanism. The left front vibration damping mechanism can be located at the left front portion of the vehicle body, the right front vibration damping mechanism can be located at the right front portion of the vehicle body, the left rear vibration damping mechanism can be located at the left rear portion of the vehicle body, and the right rear vibration damping mechanism can be located at the right rear portion of the vehicle body.

[0065] It can be understood that the wheel drive mechanism 200, the wheel braking mechanism 300, the active suspension 400 and the steering mechanism 500 are all actuators, and can only include actuator components without corresponding control units. The wheel drive mechanism 200, the wheel braking mechanism 300, the active suspension 400 and the steering mechanism 500 can all be controlled by the integrated control unit 100.

[0066] The data acquisition module 600 can be used to collect operating parameters of the vehicle. The data acquisition module 600 may include one or more of an inertial measurement unit (IMU) 610, a wheel speed sensor 620, a torque sensor 630, a vertical acceleration sensor, a height sensor, a steering wheel angle sensor 640, a wheel steering angle sensor, a throttle opening sensor, and a brake pedal travel sensor. The operating parameters may include one or more of actual yaw rate, steering wheel angle, wheel speed, vehicle speed, lateral acceleration, vertical acceleration, vehicle height, wheel steering angle, actual driving torque, throttle opening, and brake pedal travel.

[0067] The vehicle steering stability control method provided in this embodiment is used for a vehicle including an integrated control unit 100. It is understood that the vehicle can be a fuel vehicle, an electric vehicle (EV), a hybrid electric vehicle (HEV), or other new energy vehicle (NEV). For example, it can be a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), etc.

[0068] Figure 2 This is a flowchart of a method for controlling vehicle steering stability provided in an embodiment of the present application.

[0069] like Figure 2 As shown, and see Figure 1 It can be understood that the vehicle steering stability control method provided in this embodiment can be used in a vehicle automatic driving system or a vehicle manual driving system.

[0070] The vehicle steering stability control method provided in this embodiment includes:

[0071] S100: The integrated control unit 100 obtains operating parameters of the vehicle.

[0072] It is understood that after the vehicle's data acquisition module 600 collects the vehicle's operating parameters, it can be sent to the integrated control unit 100, allowing the integrated control unit 100 to obtain the vehicle's operating parameters. The data acquisition module 600 can collect the vehicle's operating parameters once every first preset period, allowing the integrated control unit 100 to obtain the vehicle's operating parameters once every first preset period. In other words, step S100 is periodically executed at first preset period intervals during vehicle operation. For example, the first preset period can be 1 second, 2 seconds, 3 seconds, 5 seconds, etc. The operating parameters can include actual yaw rate, steering wheel angle, wheel speed, vehicle speed, lateral acceleration, vertical acceleration, vehicle height, wheel steering angle, actual driving torque, throttle opening, brake pedal travel, and many other different parameters.

[0073] S200: The integrated control unit 100 determines whether the vehicle is in an unstable state according to the operating parameters.

[0074] It is understandable that the integrated control unit 100 can determine whether the vehicle is in an unstable state based on all the acquired operating parameters, or it can determine whether the vehicle is in an unstable state based on part of the acquired operating parameters. The integrated control unit 100 can determine whether the current vehicle is in an unstable state based on the most recently acquired operating parameters every second preset period. The second preset period can be the same as the first preset period, or it can be different from the first preset period. For example, the second preset period can be 1s, 2s, 3s, 5s, 6s, etc. In other words, step S200 will be periodically executed at intervals of the second preset period during the operation of the vehicle. In this way, based on the current operating parameters of the vehicle, the current state of the vehicle can be determined, which is conducive to adjusting the control of each actuator according to the current state of the vehicle.

[0075] In the multiple steps S100 that are executed periodically, one of them is step S110: the integrated control unit 100 obtains a first operating parameter of the vehicle, wherein the first operating parameter is an operating parameter when the vehicle changes from a non-instability state to an instability state.

[0076] Among the multiple steps S200 that are executed periodically, one step is step S210 : the integrated control unit 100 determines whether the vehicle is in an unstable state according to the first operating parameter.

[0077] The vehicle steering stability control method provided in this embodiment also includes step S300: when the vehicle is in an unstable state, the integrated control unit 100 controls the wheel drive mechanism 200 to adjust the driving torque according to the first operating parameter until the vehicle is converted to a non-instability state or the driving torque is adjusted to the driving limit value.

[0078] It is understood that the integrated control unit 100 may issue corresponding control instructions to the wheel drive mechanism 200 to control the wheel drive mechanism 200. When adjusting the driving torque, the wheel drive mechanism 200 may reduce the driving torque in the same direction as the current rotation of one or more wheels, increase the driving torque in the same direction as the current rotation of one or more wheels, or apply a driving torque in the opposite direction to the current rotation of one or more wheels.

[0079] The wheel drive mechanism 200 has a corresponding driving limit value for each wheel. The driving limit value limits the adjustable range of the driving torque of the corresponding wheel. The driving limit value of the wheel drive mechanism 200 for each wheel can be the same or different.

[0080] During the process of the integrated control unit 100 controlling the adjustment of the wheel drive mechanism 200, step 100 and step S200 will be executed periodically. If it is determined that the vehicle has changed from an unstable state to a non-instability state according to the currently executed step 200, the control of the wheel drive mechanism 200 according to the above method can be terminated, and the vehicle can be operated according to the control method in the non-instability state or the driver's control.

[0081] In this way, when the vehicle is initially determined to be unstable, the wheel drive mechanism 200 is controlled solely based on the first operating parameter, making it less likely to conflict with the actions of other actuators. Furthermore, by initially adjusting the drive torque to improve vehicle stability, the impact on vehicle operation and the change in vehicle posture are minimal, thereby enhancing driver and passenger comfort and driving safety.

[0082] If the driving torque is adjusted to the limit value, one of the multiple periodic executions of step S100 is step S120: the integrated control unit 100 obtains a second operating parameter of the vehicle. The second operating parameter is the operating parameter of the vehicle when the driving torque is adjusted to the driving limit value.

[0083] Among the multiple steps S200 that are executed periodically, one step is step S220 : the integrated control unit 100 determines whether the vehicle is in an unstable state according to the second operating parameter.

[0084] The vehicle steering stability control method provided in this embodiment also includes step S400: if the driving torque is adjusted to the driving limit value and the vehicle is still in an unstable state, the integrated control unit 100 controls the wheel braking mechanism 300 to adjust the braking torque and controls the active suspension 400 to adjust the damping of the active suspension 400 according to the second operating parameter until the vehicle is converted to a non-instability state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension 400 is adjusted to the damping limit value.

[0085] It is understandable that the integrated control unit 100 may issue corresponding control instructions to the wheel braking mechanism 300 and the active suspension 400 to control the wheel braking mechanism 300 and the active suspension 400 .

[0086] The wheel brake mechanism 300 has a corresponding braking limit value for each wheel, and the braking limit value limits the adjustable range of the braking torque of the corresponding wheel. The braking limit value of the wheel brake mechanism 300 for each wheel can be the same or different.

[0087] The active suspension 400 has a corresponding damping limit value for each vibration reduction mechanism 410 . The damping limit value limits the adjustable range of the damping of the corresponding vibration reduction mechanism 410 . The damping limit value of each vibration reduction mechanism 410 may be the same or different.

[0088] During the process of the integrated control unit 100 controlling the adjustment of the wheel brake mechanism 300 and the active suspension 400, step 100 and step S200 will be executed periodically. If it is determined that the vehicle has converted from an unstable state to a non-instability state according to the currently executed step 200, the control of the wheel brake mechanism 300 and the active suspension 400 according to the above method can be terminated, and the control of the wheel drive mechanism 200 according to the above method can be stopped. The vehicle can be operated according to the control method in the non-instability state or the driver's manipulation.

[0089] In this way, actuators such as the wheel drive mechanism 200, wheel brake system, and active suspension 400 can all be uniformly controlled by the integrated control unit 100. Each actuator can operate according to the same control logic, resulting in good coupling between different actuators and facilitating coordinated operation. When the vehicle is in an unstable state, the wheel drive mechanism 200 is first controlled to adjust the driving torque according to the first operating parameter to improve vehicle stability. After the driving torque is adjusted to the driving limit, if the vehicle is still in an unstable state, the wheel brake mechanism 300 is controlled to adjust the braking torque and the brake suspension is controlled to adjust the damping according to the second operating parameter to improve vehicle stability. Each actuator operates in a sequential and orderly manner, which is less likely to cause conflicts between the actuators and prevent excessive vehicle posture adjustments. Furthermore, when the adjusted driving torque is insufficient to transition the vehicle to a non-destabilizing state, adjusting the braking torque and the damping of the active suspension 400 facilitates a faster transition to a non-destabilizing state. Adjusting the braking torque after the driving torque has been adjusted to the driving limit reduces the forces acting on the wheel drive mechanism 200 and the wheel brake mechanism 300, resulting in smoother vehicle speed changes and a lower risk of accidents. Furthermore, each actuator need not be individually equipped with a control unit to control the corresponding actuator, simplifying the actuator structure and eliminating the need for coordinated debugging of different actuators. This reduces vehicle assembly and testing time, thereby improving efficiency.

[0090] If the braking torque is adjusted to the braking limit value, or the damping of the active suspension 400 is adjusted to the damping limit value, one of the multiple periodic executions of step S100 is step S130: the integrated control unit 100 obtains a third operating parameter of the vehicle. The third operating parameter is the operating parameter of the vehicle when the braking torque is adjusted to the braking limit value, or the damping of the active suspension 400 is adjusted to the damping limit value.

[0091] Among the multiple steps S200 that are executed periodically, one step is step S230 : the integrated control unit 100 determines whether the vehicle is in an unstable state according to the third operating parameter.

[0092] The vehicle steering stability control method provided in this embodiment also includes step S500: if the braking torque is adjusted to the braking limit value, or the damping of the active suspension 400 is adjusted to the damping limit value, and the vehicle is still in an unstable state, the integrated control unit 100 controls the steering mechanism 500 to adjust the wheel steering angle according to the third operating parameter to convert the vehicle into a non-instability state.

[0093] It is understood that the integrated control unit 100 can send corresponding control instructions to the steering mechanism 500 to control the steering mechanism 500. In a car where the steering of each wheel can be independently controlled, the integrated control unit 100 can control the steering mechanism 500 to adjust different steering angles for different wheels.

[0094] During the process of the integrated control unit 100 controlling the adjustment of the steering mechanism 500, step 100 and step S200 will be executed periodically. If it is determined that the vehicle has changed from an unstable state to a non-instability state according to the currently executed step 200, the control of the wheel drive mechanism 200, the wheel braking mechanism 300, the active suspension 400 and the steering mechanism 500 according to the above method can be terminated, and the vehicle can be operated according to the control method in the non-instability state or the driver's manipulation.

[0095] In this way, if adjusting the driving torque, braking torque, and damping of the active suspension 400 is still insufficient to shift the vehicle into a non-destabilized state, the vehicle can be shifted into a non-destabilized state by adjusting the steering angle. The steering mechanism 500, along with the wheel drive mechanism 200, wheel braking system, and active suspension 400, can all be uniformly controlled by the integrated control unit 100 and operate according to the same control logic. The steering mechanism 500 has good coupling with the wheel drive mechanism 200, wheel braking system, and active suspension 400, facilitating coordinated operation. The wheel drive mechanism 200, wheel braking system, active suspension 400, and steering mechanism 500 operate sequentially and orderly, making them less likely to conflict or over-adjust the vehicle's posture. Adjusting the steering angle after adjusting the driving torque, braking torque, and active suspension 400 to their limit values ​​can reduce the impact of improved vehicle stability on the vehicle's direction of travel and driver control.

[0096] It is understandable that after the integrated control unit 100 obtains the operating parameters of the vehicle, it can process the operating parameters in a unified manner and form control instructions for each actuator. Each actuator can act in coordination under the control of the integrated control unit 100.

[0097] In some possible implementations, the operating parameters include actual yaw rate, steering wheel angle, vehicle speed, and lateral acceleration.

[0098] In this way, it is easy to determine whether the car is in an unstable state through operating parameters.

[0099] It can be understood that the actual yaw angular velocity and lateral acceleration can be collected by the inertial sensor 610 and sent to the integrated control unit 100, the steering wheel angle can be collected by the steering wheel angle sensor 640 and sent to the integrated control unit 100, and the vehicle speed can be collected by the wheel speed sensor 620 and sent to the integrated control unit 100.

[0100] Figure 3 This is a flow chart of another vehicle steering stability control method provided in an embodiment of the present application. Figure 4 Figure 1 is a schematic diagram of a car turning. In the figure, G is the center of mass of the car when turning, β is the sideslip angle of the center of mass, γ is the yaw angle, and Mz is the compensation yaw moment.

[0101] like Figure 3 、 Figure 4 As shown, and see Figure 1 In some possible implementations, step S200 specifically includes:

[0102] S240: The integrated control unit 100 obtains the actual center-of-mass sideslip angle, the actual yaw rate, the expected center-of-mass sideslip angle, and the expected yaw rate under the current operating parameters according to the operating parameters.

[0103] It is understandable that the actual yaw angular velocity can be collected by the inertial sensor 610 and sent to the integrated control unit 100, the expected yaw angular velocity can be calculated by the steering wheel angle collected by the steering wheel angle sensor 640 and the vehicle speed collected by the wheel speed sensor 620, the actual center of mass sideslip angle can be calculated by the lateral acceleration collected by the inertial sensor 610 and the actual yaw angular velocity, and the expected center of mass sideslip angle can be calculated by the lateral acceleration collected by the inertial sensor 610 and the calculated expected yaw angular velocity.

[0104] S250: If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the current operating parameters is greater than a first preset value, and the difference between the actual yaw rate and the expected yaw rate under the current operating parameters is greater than a second preset value, the integrated control unit 100 determines that the vehicle is currently in an unstable state.

[0105] In this way, the judgment of whether the vehicle is in an unstable state is more accurate, which can reduce the risk of the vehicle being misjudged as being in an unstable state and causing the various actuators to act.

[0106] It can be understood that the first preset value and the second preset value may be preset threshold values.

[0107] If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the current operating parameters is less than or equal to a first preset value, and / or the difference between the actual yaw rate and the expected yaw rate under the current operating parameters is less than or equal to a second preset value, the integrated control unit 100 determines that the current vehicle is in a non-instability state.

[0108] It should be noted that step S210 includes one step S241 among the multiple steps S240 that are periodically executed and one step S251 among the multiple steps S250 that are periodically executed.

[0109] In step S241 , the integrated control unit 100 obtains the actual center-of-mass sideslip angle, the actual yaw rate, the expected center-of-mass sideslip angle, and the expected yaw rate under the first operating parameters according to the first operating parameters.

[0110] Step S251: If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the first operating parameter is greater than the first preset value, and the difference between the actual yaw rate and the expected yaw rate under the first operating parameter is greater than the second preset value, the integrated control unit 100 determines that the vehicle is currently in an unstable state.

[0111] If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the first operating parameter is less than or equal to the first preset value, and / or the difference between the actual yaw rate and the expected yaw rate under the first operating parameter is less than or equal to the second preset value, the integrated control unit 100 determines that the vehicle is currently in a non-instability state.

[0112] In step S220 , step S242 is performed once in the multiple steps S240 that are periodically executed, and step S252 is performed once in the multiple steps S250 that are periodically executed.

[0113] In step S242 , the integrated control unit 100 obtains the actual center-of-mass sideslip angle, the actual yaw rate, the expected center-of-mass sideslip angle, and the expected yaw rate under the second operating parameters according to the second operating parameters.

[0114] Step S252: If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the second operating parameter is greater than the first preset value, and the difference between the actual yaw rate and the expected yaw rate under the second operating parameter is greater than the second preset value, the integrated control unit 100 determines that the vehicle is currently in an unstable state.

[0115] If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the second operating parameter is less than or equal to the first preset value, and / or the difference between the actual yaw rate and the expected yaw rate under the second operating parameter is less than or equal to the second preset value, the integrated control unit 100 determines that the vehicle is currently in a non-instability state.

[0116] In step S230 , step S243 is performed once in the multiple steps S240 that are periodically executed, and step S253 is performed once in the multiple steps S250 that are periodically executed.

[0117] In step S243 , the integrated control unit 100 obtains the actual center-of-mass sideslip angle, the actual yaw rate, the expected center-of-mass sideslip angle, and the expected yaw rate under the third operating parameter according to the third operating parameter.

[0118] Step S251: If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the third operating parameter is greater than the first preset value, and the difference between the actual yaw rate and the expected yaw rate under the third operating parameter is greater than the second preset value, the integrated control unit 100 determines that the vehicle is currently in an unstable state.

[0119] If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the third operating parameter is less than or equal to the first preset value, and / or the difference between the actual yaw rate and the expected yaw rate under the third operating parameter is less than or equal to the second preset value, the integrated control unit 100 determines that the vehicle is currently in a non-instability state.

[0120] In some possible implementations, step S300 specifically includes:

[0121] S310: The integrated control unit 100 obtains a first compensation yaw moment according to a first operating parameter.

[0122] S320: The integrated control unit 100 obtains a drive adjustment target value corresponding to each wheel according to the first compensation yaw moment.

[0123] S330: The integrated control unit 100 controls the wheel drive mechanism 200 to adjust the driving torque of each wheel according to the driving adjustment target value of each wheel until the vehicle is converted to a non-instability state or the driving torque of at least one wheel is adjusted to the driving limit value.

[0124] In this way, a drive adjustment target value can be assigned to each wheel based on the vehicle's operating parameters when it transitions from a stable to an unstable state. This allows the wheel drive mechanism 200 to adjust the drive torque of each wheel according to the corresponding drive adjustment target value, resulting in more precise control of vehicle stability. Furthermore, the drive torque of each wheel can be adjusted independently, which helps maintain vehicle stability in various unstable states.

[0125] It is understood that the second operating parameter is an operating parameter of the vehicle when the driving torque of at least one wheel is adjusted to the driving limit value.

[0126] It should be noted that, based on the first compensatory yaw torque, a target drive adjustment value corresponding to each wheel can be obtained. If the target drive adjustment value is within the range of the corresponding wheel's drive limit value, the target drive adjustment value for that wheel is the corresponding target drive adjustment value. If the target drive adjustment value is outside the range of the corresponding wheel's drive limit value, the target drive adjustment value for that wheel is the corresponding limit value.

[0127] For example, when a vehicle is turning and in an unstable state, the driving torque of the wheels on the side in the same direction as the vehicle's turning direction can be increased, while the driving torque of the wheels on the side opposite to the vehicle's turning direction can remain unchanged or decrease. For example, when a vehicle is turning left, the driving torque of the left wheel can be increased, while the driving torque of the right wheel can remain unchanged or decrease.

[0128] For example, when the vehicle is turning and in an unstable state, the driving torque of each wheel of the vehicle can be reduced.

[0129] In some possible implementations, step S330 specifically includes:

[0130] S331: The integrated control unit 100 obtains the actual driving torque at each wheel.

[0131] It is understandable that the actual driving torque can be collected by the torque sensor 630 provided at the wheel and sent to the integrated control unit 100 .

[0132] S332: The integrated control unit 100 controls the wheel drive mechanism 200 to adjust the drive torque of each wheel according to the actual drive torque of each wheel and the drive adjustment target value.

[0133] In this way, the adjustment of the driving torque is more precise.

[0134] In some possible implementations, S400 specifically includes:

[0135] S410: The integrated control unit 100 obtains a second compensation yaw moment according to a second operating parameter.

[0136] S420: The integrated control unit 100 obtains a braking adjustment target value corresponding to each wheel according to the second compensating yaw moment.

[0137] In this way, the braking adjustment target value corresponding to each wheel can be allocated according to the operating parameters of the car after the driving torque is adjusted to the driving limit value, so that the wheel braking mechanism 300 can adjust the braking torque of each wheel according to the corresponding braking adjustment target value, and the control of the car stability is more precise.

[0138] It should be noted that the braking adjustment target value corresponding to each wheel can be obtained based on the second compensating yaw moment. If the braking adjustment target value is within the braking limit value range of the corresponding wheel, the braking adjustment target value of the wheel is the corresponding braking adjustment target value. If the braking adjustment target value is outside the braking limit value range of the corresponding wheel, the braking adjustment target value of the wheel is the corresponding braking limit value.

[0139] For example, when a vehicle is turning and in an unstable state, the braking torque of the wheel on the side opposite to the vehicle's turning direction can be increased, while the braking torque of the wheel on the side in the same direction as the vehicle's turning direction can remain unchanged or decrease. For example, when a vehicle is turning left, the braking torque of the right wheel can be increased, while the braking torque of the left wheel can remain unchanged or decrease.

[0140] For example, when the vehicle is turning and in an unstable state, the braking torque of each wheel of the vehicle can be increased.

[0141] S430: The integrated control unit 100 adjusts the braking target value corresponding to each wheel to obtain the road adhesion required at each wheel.

[0142] S440: The integrated control unit 100 obtains a damping adjustment target value corresponding to each vibration reduction mechanism 410 of the active suspension 400 according to the road adhesion required at each wheel.

[0143] In this way, the damping adjustment target value corresponding to each shock absorber mechanism 410 can be allocated according to the road adhesion required for braking of each wheel, so that the active suspension 400 can adjust the damping of each shock absorber mechanism 410 according to the corresponding damping adjustment target value, and the control of vehicle stability is more precise.

[0144] It should be noted that, based on the required road adhesion at each wheel, the target damping adjustment value corresponding to each vibration damping mechanism 410 of the active suspension 400 can be obtained. If the target damping adjustment value is within the range of the damping limit value of the corresponding vibration damping mechanism 410, the target damping adjustment value of the vibration damping mechanism 410 is the corresponding target damping adjustment value. If the target damping adjustment value is outside the range of the damping limit value of the corresponding vibration damping mechanism 410, the target damping adjustment value of the vibration damping mechanism 410 is the corresponding damping limit value.

[0145] It is understood that when the vehicle is turning and in an unstable state, the damping of the vibration damping mechanism 410 on the side opposite to the vehicle's turning direction may be increased, while the damping of the vibration damping mechanism 410 on the side in the same direction as the vehicle's turning direction may remain unchanged, increase, or decrease. For example, when the vehicle is turning left, the damping of the vibration damping mechanism 410 on the right side of the vehicle may be increased, while the damping of the vibration damping mechanism 410 on the left side of the vehicle may remain unchanged, increase, or decrease.

[0146] S450: The integrated control unit 100 controls the wheel braking mechanism 300 to adjust the braking torque of each wheel according to the braking adjustment target value of each wheel, and controls the active suspension 400 to adjust the damping of each shock absorber mechanism 410 according to the damping adjustment target value of each shock absorber mechanism 410, until the vehicle is converted to a non-instability state, or the braking torque of at least one wheel is adjusted to the braking limit value, or the damping of at least one shock absorber mechanism 410 is adjusted to the damping limit value.

[0147] In this way, the braking torque of each wheel and the damping of the vibration reduction mechanism 410 can be adjusted independently, which is beneficial to providing stability of the vehicle when the vehicle is in various unstable states.

[0148] It can be understood that the third operating parameter is an operating parameter of the vehicle when the braking torque of at least one wheel is adjusted to a braking limit value, or the damping of at least one damping mechanism 410 is adjusted to a damping limit value.

[0149] Figure 5 A schematic diagram of an automobile steering stability control device provided in an embodiment of the present application.

[0150] like Figure 5 As shown, and see Figures 1-4 On the other hand, the vehicle steering stability control device provided by the embodiment of the present application is used for a vehicle including an integrated control unit 100, and the device includes:

[0151] The acquisition module 810 is used to enable the integrated control unit 100 to acquire the operating parameters of the vehicle.

[0152] The determination module 820 is used to enable the integrated control unit 100 to determine whether the vehicle is in an unstable state according to the operating parameters.

[0153] The first control module 830 is used to control the integrated control unit 100 to control the wheel drive mechanism 200 to adjust the driving torque according to the first operating parameter when the vehicle is in an unstable state until the vehicle is converted to a non-instable state or the driving torque is adjusted to the driving limit value, wherein the first operating parameter is the operating parameter when the vehicle is converted from a non-instable state to an unstable state.

[0154] The second control module 840 is used to enable the integrated control unit 100 to control the wheel brake mechanism 300 to adjust the braking torque and control the active suspension 400 to adjust the damping of the active suspension 400 according to the second operating parameter when the driving torque is adjusted to the driving limit value and the vehicle is still in an unstable state, until the vehicle is converted to a non-instable state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension 400 is adjusted to the damping limit value, wherein the second operating parameter is the operating parameter of the vehicle when the driving torque is adjusted to the driving limit value.

[0155] The third control module 850 is used to control the steering mechanism 500 to adjust the wheel steering angle according to the third operating parameter when the braking torque is adjusted to the braking limit value or the damping of the active suspension 400 is adjusted to the damping limit value, and the vehicle is still in an unstable state, so as to convert the vehicle into a non-instability state. The third operating parameter is the operating parameter of the vehicle when the braking torque is adjusted to the braking limit value or the damping of the active suspension 400 is adjusted to the damping limit value.

[0156] In some possible implementations, the determination module includes:

[0157] The processing submodule is used to enable the integrated control unit 100 to obtain the actual center of mass sideslip angle, actual yaw rate, expected center of mass sideslip angle and expected yaw rate under the current operating parameters according to the operating parameters.

[0158] The determination submodule is configured to enable the integrated control unit 100 to determine that the vehicle is currently in an unstable state when the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the current operating parameters is greater than a first preset value, and the difference between the actual yaw angular velocity and the expected yaw angular velocity under the current operating parameters is greater than a second preset value, and is configured to enable the integrated control unit 100 to determine that the vehicle is currently in an unstable state when the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the current operating parameters is less than or equal to the first preset value, and / or the difference between the actual yaw angular velocity and the expected yaw angular velocity under the current operating parameters is less than or equal to the second preset value.

[0159] In some possible implementations, the operating parameters include actual yaw rate, steering wheel angle, vehicle speed, and lateral acceleration.

[0160] In some possible implementations, the first control module includes:

[0161] The first processing submodule is configured to enable the integrated control unit 100 to obtain a first compensation yaw moment according to a first operating parameter.

[0162] The second processing submodule is configured to enable the integrated control unit 100 to obtain a drive adjustment target value corresponding to each wheel according to the first compensation yaw moment.

[0163] The first control submodule is used to enable the integrated control unit 100 to control the wheel drive mechanism 200 to adjust the driving torque of each wheel according to the driving adjustment target value of each wheel until the vehicle is converted to a non-instability state or the driving torque of at least one wheel is adjusted to the driving limit value.

[0164] In some possible implementations, the first control submodule includes:

[0165] The first acquiring unit is configured to enable the integrated control unit 100 to acquire the actual driving torque at each wheel.

[0166] The first control unit is used to enable the integrated control unit 100 to control the wheel drive mechanism 200 to adjust the driving torque of each wheel according to the actual driving torque of each wheel and the driving adjustment target value.

[0167] In some possible implementations, the second control module includes:

[0168] The third processing submodule is configured to enable the integrated control unit 100 to obtain a second compensation yaw moment according to the second operating parameter.

[0169] The fourth processing submodule is configured to enable the integrated control unit 100 to obtain a braking adjustment target value corresponding to each wheel according to the second compensating yaw moment.

[0170] The fifth processing submodule is configured to enable the integrated control unit 100 to obtain a damping adjustment target value corresponding to each vibration reduction mechanism 410 of the active suspension 400 according to the road adhesion required at each wheel.

[0171] The second control submodule is used to enable the integrated control unit 100 to control the wheel braking mechanism 300 to adjust the braking torque of each wheel according to the braking adjustment target value of each wheel, and to control the active suspension 400 to adjust the damping of each shock absorber mechanism 410 according to the damping adjustment target value of each shock absorber mechanism 410, until the vehicle is converted to a non-instability state, or the braking torque of at least one wheel is adjusted to the braking limit value, or the damping of at least one shock absorber mechanism 410 is adjusted to the damping limit value.

[0172] It should be noted that the vehicle steering stability control device proposed in the embodiment of the present application can execute the vehicle steering stability control method in any of the above-mentioned embodiments. The specific implementation methods and technical effects are similar and will not be repeated here.

[0173] It should be understood that the division of the various modules, submodules, and units of the above devices is merely a division of logical functions. In actual implementation, they can be fully or partially integrated into a single physical entity or physically separated. Furthermore, these modules, submodules, and units can be implemented entirely in software called by a processing element; or entirely in hardware; or some modules, submodules, or units can be implemented in software called by a processing element, while others can be implemented in hardware. For example, the acquisition module can be a separate processing element or integrated into a chip of the above device. Furthermore, it can be stored in the form of program code in the memory of the above device, called by a processing element of the above device, and perform the functions of the acquisition module. The implementation of other modules, submodules, and units is similar. Furthermore, these modules, submodules, and units can be fully or partially integrated or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules, submodules, and units can be completed by hardware integrated logic circuits in the processor element or by software instructions.

[0174] Figure 6 A schematic diagram of an electronic device provided in an embodiment of the present application.

[0175] like Figure 6 As shown, on the other hand, an electronic device provided by an embodiment of the present application includes an integrated control unit 100 and a memory 700, and the integrated control unit 100 is communicatively connected to the memory 700.

[0176] The memory 700 stores computer instructions, and the integrated control unit 100 is used to execute the computer instructions to implement the vehicle steering stability control method in any of the above embodiments.

[0177] It is understandable that the memory 700 can be independent or integrated with the integrated control unit 100 .

[0178] When the memory 700 is a device independent of the integrated control unit 100, the electronic device may further include a bus, and the integrated control unit 100 and the memory 700 may be communicatively connected via the bus. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be classified into address buses, data buses, control buses, etc., but this does not mean that there is only one bus or only one type of bus.

[0179] When the memory 700 and the integrated control unit 100 are integrated on a chip, the memory 700 and the integrated control unit 100 can be communicatively connected via an internal interface.

[0180] The integrated control unit 100 and the memory 700 may also be provided with a communication interface for communicating with other devices. The communication interface may include a communication interface for data transmission and a display interface or operation interface for human-computer interaction.

[0181] The integrated control unit 100 may include a processor, which may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application. The one or more processors that the integrated control unit 100 may include may be processors of the same type, such as one or more central processing units; or may be processors of different types, such as one or more central processing units and one or more application specific integrated circuits.

[0182] The memory 700 may include a high-speed RAM memory, and may also include a non-volatile memory, such as at least one disk memory.

[0183] On the other hand, an automobile provided in an embodiment of the present application includes a wheel drive mechanism 200, a wheel brake mechanism 300, an active suspension 400, and an electronic device in any of the above embodiments.

[0184] The wheel drive mechanism 200 , the wheel brake mechanism 300 and the active suspension 400 are all communicatively connected to the integrated control unit 100 of the electronic device.

[0185] The computer-readable storage medium provided in an embodiment of the present application stores a computer program. When the computer program is executed by a processor, the vehicle steering stability control method in any of the above-mentioned embodiments is implemented.

[0186] It is understandable that the computer-readable storage medium may include various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0187] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling vehicle steering stability, characterized in that: For use in a vehicle including an integrated control unit, the method comprises the steps of: When the vehicle is in an unstable state, the integrated control unit controls the wheel drive mechanism to adjust the driving torque according to a first operating parameter until the vehicle is converted to a non-instability state or the driving torque is adjusted to a driving limit value, wherein the first operating parameter is an operating parameter when the vehicle is converted from the non-instability state to the unstable state; If the driving torque is adjusted to the driving limit value and the vehicle is still in the unstable state, the integrated control unit controls the wheel braking mechanism to adjust the braking torque and controls the active suspension to adjust the damping of the active suspension according to a second operating parameter until the vehicle is converted to the non-instability state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, wherein the second operating parameter is the operating parameter of the vehicle when the driving torque is adjusted to the driving limit value; If the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, and the vehicle is still in the unstable state, the integrated control unit controls the steering mechanism to adjust the wheel steering angle according to a third operating parameter to convert the vehicle into the non-instability state, wherein the third operating parameter is the operating parameter of the vehicle when the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value.

2. The method according to claim 1, characterized in that When the vehicle is in an unstable state, the integrated control unit controls the wheel drive mechanism to adjust the driving torque according to the first operating parameter until the vehicle is converted to a non-instability state or the driving torque is adjusted to a driving limit value, specifically including: The integrated control unit obtains a first compensation yaw moment according to the first operating parameter; The integrated control unit obtains a drive adjustment target value corresponding to each wheel according to the first compensation yaw moment; The integrated control unit controls the wheel drive mechanism to adjust the driving torque of each wheel according to the driving adjustment target value of each wheel until the vehicle is converted into the non-instability state, or the driving torque of at least one wheel is adjusted to the driving limit value.

3. The method according to claim 2, characterized in that The integrated control unit controls the wheel drive mechanism to adjust the driving torque of each wheel according to the drive adjustment target value of each wheel, specifically including: The integrated control unit obtains the actual driving torque at each of the wheels; The integrated control unit controls the wheel drive mechanism to adjust the drive torque for each of the wheels according to the actual drive torque of each of the wheels and the drive adjustment target value.

4. The method according to claim 1, wherein If the driving torque is adjusted to the driving limit value and the vehicle is still in the unstable state, the integrated control unit controls the wheel braking mechanism to adjust the braking torque and controls the active suspension to adjust the damping of the active suspension according to the second operating parameter until the vehicle is converted to the non-instability state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, specifically including: The integrated control unit obtains a second compensation yaw moment according to the second operating parameter; The integrated control unit obtains a braking adjustment target value corresponding to each wheel according to the second compensatory yaw moment; The integrated control unit obtains the road adhesion required at each wheel according to the braking adjustment target value corresponding to each wheel; The integrated control unit obtains a damping adjustment target value corresponding to each vibration reduction mechanism of the active suspension according to the road adhesion required at each wheel; The integrated control unit controls the wheel braking mechanism to adjust the braking torque of each wheel according to the braking adjustment target value of each wheel, and controls the active suspension to adjust the damping of each shock absorber mechanism according to the damping adjustment target value of each shock absorber mechanism, until the vehicle is converted to the non-instability state, or the braking torque of at least one wheel is adjusted to the braking limit value, or the damping of at least one shock absorber mechanism is adjusted to the damping limit value.

5. The method according to any one of claims 1 to 4, characterized in that Also includes: The integrated control unit obtains operating parameters of the vehicle; The integrated control unit obtains, based on the operating parameters, an actual center-of-mass sideslip angle, an actual yaw rate, a desired center-of-mass sideslip angle, and a desired yaw rate under the current operating parameters; If the difference between the actual center of mass sideslip angle and the expected center of mass sideslip angle under the current operating parameters is greater than a first preset value, and the difference between the actual yaw rate and the expected yaw rate under the current operating parameters is greater than a second preset value, the integrated control unit determines that the vehicle is in the unstable state.

6. The method according to claim 5, characterized in that The operating parameters include actual yaw rate, steering wheel angle, vehicle speed and lateral acceleration.

7. A vehicle steering stability control device, characterized in that: For use in vehicles with an integrated control unit, including: a first control module, configured to, when the vehicle is in an unstable state, cause the integrated control unit to control the wheel drive mechanism to adjust the driving torque according to a first operating parameter until the vehicle is converted to a non-instability state or the driving torque is adjusted to a driving limit value, wherein the first operating parameter is an operating parameter when the vehicle is converted from the non-instability state to the unstable state; a second control module, configured to, when the driving torque is adjusted to the driving limit value and the vehicle is still in the unstable state, cause the integrated control unit to control the wheel braking mechanism to adjust the braking torque and the active suspension to adjust the damping of the active suspension according to a second operating parameter, until the vehicle is converted to the non-instability state, or the braking torque is adjusted to the braking limit value, or the damping of the active suspension is adjusted to the damping limit value, wherein the second operating parameter is an operating parameter of the vehicle when the driving torque is adjusted to the driving limit value; A third control module is configured to control, when the braking torque is adjusted to the braking limit value or the damping of the active suspension is adjusted to the damping limit value and the vehicle is still in the unstable state, enable the integrated control unit to control the steering mechanism to adjust the wheel steering angle according to a third operating parameter so as to convert the vehicle into the non-instability state, wherein the third operating parameter is the operating parameter of the vehicle when the braking torque is adjusted to the braking limit value or the damping of the active suspension is adjusted to the damping limit value.

8. An electronic device, characterized in that: comprising an integrated control unit and a memory, wherein the integrated control unit is communicatively connected to the memory; The memory stores computer instructions, and the integrated control unit is used to execute the computer instructions to implement the vehicle steering stability control method according to any one of claims 1 to 6.

9. An automobile, characterized in that: comprising a wheel drive mechanism, a wheel brake mechanism, an active suspension, and the electronic device according to claim 8; The wheel drive mechanism, the wheel brake mechanism and the active suspension are all communicatively connected to the integrated control unit of the electronic device.

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