Stability control method and device for vehicle, storage medium and vehicle

Abstract

The application discloses a kind of vehicle stability control method and device, storage medium, vehicle, wherein the vehicle stability control method includes: obtaining the state information of vehicle to determine vehicle instability;In response to vehicle instability, the target yaw moment of vehicle is calculated according to the state information of vehicle to make vehicle stability control;When target yaw moment is greater than preset yaw moment, the driving force of first side wheel of vehicle and the braking force of second side wheel are determined according to target yaw moment, and the corresponding side wheel is controlled according to driving force and braking force.Therefore, the vehicle stability control method of the application can timely and intelligently control the body of vehicle when the vehicle is unstable, prevent the vehicle from rolling over, and thus can ensure the safety of the driver and passengers, avoid accidents caused by the vehicle rolling over, and greatly improve the safety performance of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle stability control method and device, a storage medium, and a vehicle. Background Technology

[0002] With the rapid development of society and economy, cars have become the main means of transportation for people. However, the resulting car driving safety issues have become increasingly prominent. Among them, whether a car can be effectively and stably controlled in the event of a collision is of great importance to the life and property safety of drivers and passengers.

[0003] Existing vehicle stability control requires drivers to have high driving skills, which is not user-friendly for drivers with relatively low driving skills. Therefore, it cannot effectively reduce the losses caused by traffic accidents and results in a poor user experience. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, one objective of this invention is to provide a vehicle stability control method that can promptly and intelligently stabilize the vehicle body when instability occurs, preventing rollover and thus ensuring the safety of the driver and passengers, avoiding accidents caused by rollovers, and greatly improving the safe driving performance of the vehicle.

[0005] The second objective of this invention is to provide a vehicle stability control device.

[0006] A third objective of this invention is to provide a computer-readable storage medium.

[0007] The fourth objective of this invention is to provide a vehicle.

[0008] To achieve the above objectives, a first aspect of the present invention provides a vehicle stability control method, the method comprising: acquiring state information of the vehicle to determine whether the vehicle is unstable; in response to the vehicle being unstable, calculating a target yaw moment of the vehicle based on the state information of the vehicle to enable vehicle stability control; when the target yaw moment is greater than a preset yaw moment, determining the driving force of a first side wheel and the braking force of a second side wheel of the vehicle based on the target yaw moment, and performing driving control on the first side wheel based on the driving force of the first side wheel, and performing braking control on the second side wheel of the vehicle based on the braking force of the second side wheel, wherein the first side wheel and the second side wheel are arranged along the width direction of the vehicle.

[0009] The vehicle stability control method of this invention is applied to stabilize the vehicle body when it becomes unstable. Specifically, when the vehicle becomes unstable, a target yaw moment is calculated based on the vehicle's state information. This target yaw moment is then judged. If the target yaw moment is greater than a preset yaw moment, to prevent the vehicle from rolling over, the driving force of the first side wheel and the braking force of the second side wheel are determined based on the target yaw moment. Then, the driving force and braking force are used to control the corresponding side wheels to generate the target yaw moment and stabilize the vehicle body. The first side wheel and the second side wheel are respectively located on the left and right sides of the vehicle body. Therefore, the vehicle stability control method of this embodiment can timely and intelligently stabilize the vehicle body when it becomes unstable, preventing the vehicle from rolling over. This ensures the safety of the driver and passengers, avoids accidents caused by vehicle rollover, and greatly improves the safe driving performance of the vehicle.

[0010] In some embodiments of the present invention, the method further includes: when the target yaw moment is less than or equal to the preset yaw moment, determining a first braking force of the first side wheel and a second braking force of the second side wheel of the vehicle based on the target yaw moment, and performing braking control on the first side wheel based on the first braking force of the first side wheel, and performing braking control on the second side wheel of the vehicle based on the second braking force of the second side wheel, wherein the first braking force is less than the second braking force.

[0011] In some embodiments of the present invention, when the target yaw moment is clockwise, the first side wheel is the left wheel; when the target yaw moment is counterclockwise, the first side wheel is the right wheel.

[0012] In some embodiments of the present invention, obtaining the vehicle's state information to determine whether the vehicle is unstable includes: determining preset state information of the vehicle according to the vehicle's control instructions; obtaining the vehicle's current state information; and determining that the vehicle is unstable when the vehicle's current state information differs from the vehicle's preset state information.

[0013] In some embodiments of the present invention, calculating the target yaw moment of the vehicle based on the vehicle's state information includes: calculating the target yaw rate and target sideslip angle of the vehicle based on the vehicle's state information; obtaining the real-time yaw rate and real-time sideslip angle of the vehicle; and determining the target yaw moment of the vehicle based on the real-time yaw rate, real-time sideslip angle, target yaw rate, and target sideslip angle.

[0014] In some embodiments of the present invention, the target yaw moment of the vehicle is calculated according to the following formula. Where β is the target's sideslip angle and γ is the target's yaw rate. The derivative of the target centroid sideslip angle. The derivative of the real-time centroid sideslip angle. C is the derivative of the real-time yaw rate. f Let C be the lateral stiffness of the front axle wheel in the linear two-free model. r Let v be the lateral stiffness of the rear axle wheel in the linear two-free model. x Let δ be the longitudinal velocity of the vehicle's center of mass. f Let T1 be the wheel angle of the vehicle, and T1 be the target yaw moment. f l is the distance between the vehicle's center of gravity and the front axle. r I is the distance between the vehicle's center of gravity and the rear axle. z Let be the yaw moment of inertia of the vehicle's center of mass, where c and k are both constants greater than zero, and sgn(S) is the sign function.

[0015] In some embodiments of the present invention, after the vehicle is stabilized, the method further includes: when the real-time yaw rate does not reach the target yaw rate or the real-time center of gravity sideslip angle does not reach the target center of gravity sideslip angle, recalculating the target yaw moment of the vehicle to stabilize the vehicle again.

[0016] After the vehicle has achieved stability control, the method further includes: when the real-time yaw rate reaches the target yaw rate and the real-time center of gravity sideslip angle reaches the target center of gravity sideslip angle, determining that the vehicle has completed stability control and issuing a reminder message.

[0017] In some embodiments of the present invention, the first side wheel includes a first wheel and a second wheel, the first wheel and the second wheel being arranged along the length direction of the vehicle; the second side wheel includes a third wheel and a fourth wheel, the third wheel and the fourth wheel being arranged along the length direction of the vehicle; the first wheel and the third wheel share a first axle; the second wheel and the fourth wheel share a second axle; and the preset yaw moment is calculated using the following formula: Where T0 is the preset yaw moment, F xfmax F is the maximum braking force among the first wheel and the third wheel. xfmin F is the minimum braking force among the first wheel and the third wheel. xrmax F is the maximum braking force among the second wheel and the fourth wheel. xrmin B is the minimum braking force among the second wheel and the fourth wheel, and B is the wheelbase of the vehicle.

[0018] In some embodiments of the present invention, when the target yaw moment is greater than the preset yaw moment, the driving torque of the first wheel and the braking torque of the second wheel of the vehicle are determined by the following formula. in, T1 is the target yaw moment, F xfl F is the braking force of the third wheel. xrl T is the braking force of the fourth wheel. fr T is the driving torque of the first wheel. rr The driving torque of the second wheel is given by R, where R is the tire radius of the vehicle, and F is the driving torque of the second wheel. Zf F is the load-bearing capacity of the first wheel axle. Zr This represents the load-bearing capacity of the second wheel axle.

[0019] In this configuration, one of the first and second axles is the front axle, and the other is the rear axle. In one embodiment, the first axle is the front axle, and the second axle is the rear axle.

[0020] In some embodiments of the present invention, when the target yaw moment is less than or equal to the preset yaw moment, the first braking torque of the first side wheel and the second braking torque of the second side wheel of the vehicle are determined by the following formula. Among them, |F xfl -F xfr | / F Zf =|F xrl -F xrr | / F Zr T1 is the target yaw moment, F xfl F is the braking force of the first wheel. xfr F is the braking force of the third wheel. xrl F is the braking force of the second wheel. xrr F is the braking force of the fourth wheel. Zf F is the load-bearing capacity of the first wheel axle. Zr This represents the load-bearing capacity of the second wheel axle.

[0021] To achieve the above objectives, a second aspect of the present invention provides a vehicle stability control device, the device comprising: an acquisition module for acquiring state information of the vehicle to determine whether the vehicle is unstable; a calculation module for calculating a target yaw moment of the vehicle based on the state information of the vehicle in response to the vehicle instability, so as to perform stability control on the vehicle; a determination module for determining the driving torque of a first side wheel and the braking torque of a second side wheel of the vehicle based on the target yaw moment when the target yaw moment is greater than a preset yaw moment; and a control module for driving control of the first side wheel based on the driving torque of the first side wheel and braking control of the second side wheel of the vehicle based on the braking torque of the second side wheel, wherein the first side wheel and the second side wheel are arranged along the width direction of the vehicle.

[0022] The vehicle stability control device of this invention is applied to stabilize the vehicle body when the vehicle becomes unstable. Specifically, when the vehicle becomes unstable, the calculation module calculates the target yaw moment based on the vehicle's state information, and the determination module judges the target yaw moment. If the target yaw moment is greater than a preset yaw moment, in order to prevent the vehicle from rolling over, the driving force of the first side wheel and the braking force of the second side wheel can be determined based on the target yaw moment. Then, the control module uses the driving force and braking force to control the corresponding side wheels respectively, so that the vehicle generates the target yaw moment to stabilize the vehicle body. The first side wheel and the second side wheel are respectively located on the left and right sides of the vehicle body. Therefore, the vehicle stability control device of this embodiment can timely and intelligently stabilize the vehicle body when the vehicle becomes unstable, prevent the vehicle from rolling over, and thus ensure the personal and property safety of the driver and passengers, avoid accidents caused by vehicle rollover, and greatly improve the safe driving performance of the vehicle.

[0023] In some embodiments of the present invention, the determining module is further configured to determine, based on the target yaw moment, a first braking force of the first side wheel and a second braking force of the second side wheel of the vehicle when the target yaw moment is less than or equal to the preset yaw moment; the control module is further configured to perform braking control on the first side wheel based on the first braking force of the first side wheel and to perform braking control on the second side wheel of the vehicle based on the second braking force of the second side wheel, wherein the first braking force is less than the second braking force.

[0024] To achieve the above objectives, a third aspect of the present invention provides a computationally readable storage medium storing a vehicle stability control program thereon, which, when executed by a processor, implements the vehicle stability control method according to the above embodiments.

[0025] The computer-readable storage medium in this embodiment of the invention executes a vehicle stability control program stored thereon via a processor. This program can promptly and intelligently stabilize the vehicle body when it becomes unstable, preventing the vehicle from overturning. This ensures the safety of the driver and passengers, avoids accidents caused by vehicle overturning, and greatly improves the safe driving performance of the vehicle.

[0026] To achieve the above objectives, a fourth aspect of the present invention provides a vehicle including a memory, a processor, and a vehicle stability control program stored in the memory and executable on the processor. When the processor executes the vehicle stability control program, it implements the vehicle stability control method according to the above embodiments.

[0027] The vehicle in this embodiment of the invention includes a memory and a processor. By executing a vehicle stability control program stored in the memory, the processor can timely and intelligently stabilize the vehicle body when the vehicle becomes unstable, preventing the vehicle from overturning. This ensures the personal and property safety of the driver and passengers, avoids accidents caused by vehicle overturning, and greatly improves the safe driving performance of the vehicle.

[0028] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0029] Figure 1 This is a flowchart of a stability control method according to an embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram of stability control according to an embodiment of the present invention;

[0031] Figure 3 This is a schematic diagram of a vehicle collision according to an embodiment of the present invention;

[0032] Figure 4 This is a flowchart of a stability control method according to another embodiment of the present invention;

[0033] Figure 5 This is a schematic diagram of stability control according to another embodiment of the present invention;

[0034] Figure 6 This is a flowchart of a stability control method according to another embodiment of the present invention;

[0035] Figure 7 This is a flowchart of a stability control method according to another embodiment of the present invention;

[0036] Figure 8 This is a schematic diagram of a linear two-degree-of-freedom model;

[0037] Figure 9 This is a schematic diagram of a stable control system according to an embodiment of the present invention;

[0038] Figure 10 This is a schematic diagram of a stable control system according to a specific embodiment of the present invention;

[0039] Figure 11 This is a structural block diagram of a stability control device according to an embodiment of the present invention;

[0040] Figure 12 This is a structural block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0041] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0042] The following description, with reference to the accompanying drawings, describes a vehicle stability control method and apparatus, a storage medium, and a vehicle according to embodiments of the present invention.

[0043] Figure 1 This is a flowchart of a stability control method according to an embodiment of the present invention.

[0044] like Figure 1 As shown, this invention proposes a vehicle stability control method, which includes the following steps:

[0045] S10: Obtain vehicle status information to determine if the vehicle is unstable.

[0046] S20, in response to vehicle instability, calculates the target yaw moment of the vehicle based on the vehicle's state information to enable vehicle stabilization control.

[0047] Specifically, when a vehicle is driving on the road, it may collide with other vehicles due to improper driving, or the vehicle may collide with other obstacles while trying to avoid other objects, which may cause the vehicle to become unstable. In this embodiment, the cause of the vehicle instability may not be specifically limited, and the target yaw moment of the vehicle can be calculated based on the current state information of the vehicle.

[0048] It should be noted that when a vehicle becomes unstable, a yaw moment is generated. If this yaw moment is too large, it may cause the vehicle to roll over. Therefore, the target yaw moment calculated in this embodiment is used to counteract the yaw moment when the vehicle becomes unstable. That is, by controlling the vehicle to generate a target yaw moment, the vehicle body can be stabilized to avoid the vehicle from rolling over.

[0049] Understandably, this embodiment can analyze the colliding vehicle using a linear two-degree-of-freedom model. Specifically, using a two-degree-of-freedom model can reduce the computational load, thereby increasing the calculation speed of the target yaw moment and enabling timely vehicle control to ensure user safety. Of course, different degree-of-freedom models can also be used for calculation depending on the degree of instability. For example, a four-degree-of-freedom model can calculate the vehicle's target yaw moment more accurately, but its calculation speed is slower than that of a two-degree-of-freedom model. Therefore, for situations with lower instability and less urgent circumstances, i.e., when time requirements are lower or accuracy requirements are higher, a four-degree-of-freedom model can also be used to calculate the vehicle's target yaw moment.

[0050] S30, when the target yaw moment is greater than the preset yaw moment, determine the driving force of the first wheel and the braking force of the second wheel based on the target yaw moment. S40, control the driving force of the first wheel based on the driving force of the first wheel. S50, control the braking force of the second wheel based on the braking force of the second wheel, wherein the first wheel and the second wheel are arranged along the width direction of the vehicle.

[0051] Specifically, such as Figure 2 As described above, if a vehicle collides with at least one of its rear left sides or rear right sides while moving forward, the vehicle body will generate a clockwise yaw moment. If this yaw moment is large enough, the vehicle is likely to roll over, thereby threatening the personal safety of the driver and passengers inside. Similarly... Figure 3 As described above, if a vehicle collides with at least one of its rear right sides or rear left sides while moving forward, the vehicle body will experience a counter-clockwise yaw moment. If this yaw moment is large enough, the vehicle is likely to roll over. It should be noted that... Figure 2 and Figure 3 The vehicle collision scenario shown is merely an illustrative example. During vehicle operation, there may be various collision types, such as the left rear wheel and the left rear wheel, or only the right rear wheel. However, the purpose of this embodiment is to determine that the vehicle generates a yaw moment during the collision, and that this yaw moment causes vehicle instability or even vehicle rollover.

[0052] After calculating the target yaw moment of the vehicle, this target yaw moment is compared with a preset yaw moment. It should be noted that the preset yaw moment in this embodiment represents the yaw moment achievable by braking the wheels. However, this presents a problem: when the target yaw moment required to control vehicle stability exceeds the preset yaw moment, it cannot be satisfied by braking the wheels. If the target yaw moment is still generated solely through wheel braking, vehicle stability cannot be effectively controlled. Therefore, in this embodiment, when the target yaw moment exceeds the preset yaw moment, the vehicle generates the target yaw moment by controlling the drive of the first wheel and the braking of the second wheel.

[0053] More specifically, with Figure 2 Let's take an example to illustrate. Figure 2 The first wheel W1 and the second wheel W2 are the first side wheels, and the third wheel W3 and the fourth wheel W4 are the second side wheels. When the vehicle generates a clockwise yaw moment that causes the vehicle to become unstable and roll over, the vehicle can brake the second side wheels while driving the first side wheels to generate the target yaw moment to stabilize the vehicle body and prevent the vehicle from rolling over.

[0054] It should be noted that, in this embodiment of the invention, whether the first wheel is the left or right wheel of the vehicle can be determined based on the direction of the target yaw moment. When the direction of the target yaw moment is clockwise, the first wheel is the left wheel; when the direction of the target yaw moment is counterclockwise, the first wheel is the right wheel, as described in the above embodiment. Figure 2 For example, the first wheel is the right wheel of the vehicle, and the second wheel is the left wheel of the vehicle.

[0055] In another embodiment of the invention, such as Figure 4 As shown, the stability control method further includes the following steps:

[0056] S401, when the target yaw moment is less than or equal to the preset yaw moment, determine the first braking force of the first wheel and the second braking force of the second wheel based on the target yaw moment. S402, apply braking control to the first wheel based on the first braking force. S403, apply braking control to the second wheel based on the second braking force, wherein the first braking force is less than the second braking force.

[0057] Specifically, after calculating the target yaw moment of the vehicle, if it is determined that the target yaw moment is less than or equal to the preset yaw moment, it means that the vehicle can generate the target yaw moment by controlling the wheels to brake. Therefore, when it is determined that the target yaw moment is less than or equal to the preset yaw moment, the first wheel and the second wheel can be braked simultaneously to generate the target yaw moment. Of course, the first braking force of the first wheel and the second braking force of the second wheel are not equal to ensure that the vehicle can generate yaw moment, wherein the first braking force is less than the second braking force.

[0058] More specifically, such as Figure 5 As shown, Figure 5 The first wheel W1 and the second wheel W2 are the first side wheels, and the third wheel W3 and the fourth wheel W4 are the second side wheels. When a collision occurs between the rear left side of the vehicle and the side of the rear right wheel, the vehicle will generate a clockwise yaw moment, causing the vehicle to become unstable and potentially roll over. If the target yaw moment is determined to be less than or equal to the preset yaw moment, the vehicle can use a first braking force to brake the first side wheel and a second braking force to brake the second side wheel. The first braking force is less than the second braking force to ensure that the vehicle generates the target yaw moment to stabilize the vehicle body and prevent the vehicle from rolling over.

[0059] It should be noted that, in Figure 2 , Figure 3 and Figure 5 In the diagram, the curved arrows on the vehicle body indicate the direction of the target yaw moment. In the vehicle instability caused by the collision shown in the diagram, the target yaw moment with the direction of the curved arrows can control the vehicle body stability.

[0060] In some embodiments of the present invention, such as Figure 6 As shown, obtaining vehicle status information to determine whether the vehicle is unstable includes:

[0061] S601 determines the vehicle's preset state information based on the vehicle's control commands.

[0062] S602, obtain the current status information of the vehicle.

[0063] S603: When the vehicle's current state information differs from the vehicle's preset state information, it is determined that a collision has occurred.

[0064] Specifically, there are many ways to determine vehicle instability, including determining whether a collision has occurred. For example, a collision can be determined when the distance between the vehicle body and an obstacle is zero using a distance sensor, or by detecting whether the vehicle body shape is the same as a preset shape. If the current shape of the vehicle body is detected to be different from the preset shape, a collision is determined. However, none of these methods are related to the vehicle's control signals, so they cannot provide timely stability control based on the vehicle control signals. Therefore, if the vehicle control signals fail before a real collision occurs, these technologies cannot provide timely control of the vehicle.

[0065] This embodiment determines whether the vehicle is unstable based on the vehicle's control commands. When the vehicle's control commands are inconsistent with the vehicle's actual operation, the vehicle can be directly determined to be unstable and the vehicle can be stabilized. It is not necessary to wait until the vehicle actually hits an obstacle or the vehicle body changes shape before determining the vehicle is unstable and controlling the vehicle. This allows for timely determination of whether the vehicle is within a controllable range. If the vehicle is found to be out of control, the stability control can intervene in a timely manner.

[0066] In some embodiments of the present invention, such as Figure 7 As shown, the target yaw moment of the vehicle is calculated based on the vehicle's state information, including: calculating the target yaw rate and the target center of mass sideslip angle of the vehicle based on the vehicle's state information;

[0067] Obtain the real-time yaw rate and real-time sideslip angle of the vehicle.

[0068] The target yaw moment of the vehicle is determined based on the real-time yaw rate, the real-time center of gravity sideslip angle, the target yaw rate, and the target center of gravity sideslip angle.

[0069] Specifically, this step includes: S701, calculating the target yaw rate and target centroid sideslip angle of the vehicle based on the linear two-degree-of-freedom equation.

[0070] S702 acquires the vehicle's real-time yaw rate and real-time center of gravity sideslip angle.

[0071] S703 determines the sliding plane function based on the real-time yaw rate, the real-time centroid sideslip angle, the target yaw rate, and the target centroid sideslip angle.

[0072] S704 calculates the target yaw moment of the vehicle based on the synovial plane function and the linear two-degree-of-freedom equation.

[0073] Specifically, in combination Figure 8Analysis shows that this embodiment uses the vehicle steady-state steering characteristics of the linear two-degree-of-freedom model as the ideal state of vehicle stability, and establishes a linear two-degree-of-freedom model with the target yaw rate and the target center-of-gravity sideslip angle. More specifically, it uses the linear two-degree-of-freedom equations... The target yaw rate of the vehicle was calculated. Target centroid sideslip angle Among them, F yf F is the lateral force acting on the front wheels of the vehicle. yr This refers to the lateral force acting on the rear wheels of the vehicle. It should be noted that F... yf and F yr All can be simplified using equivalent formulas. The specific equivalent formulas are common knowledge in the field and will not be described in detail here. The meanings of other letters in the above formulas will be marked when they are involved in subsequent embodiments.

[0074] After calculating the target yaw rate and target centroid sideslip angle of the vehicle, the real-time yaw rate and real-time centroid sideslip angle of the vehicle are obtained. The specific acquisition method can be obtained through a speed sensor or an angle sensor, and no specific limitation is made on the acquisition method here.

[0075] When determining the synovial plane function based on the real-time yaw rate, real-time centroid sideslip angle, target yaw rate, and target centroid sideslip angle, the deviation between the real-time yaw rate and the target yaw rate is defined as e1 = γ - γ. t And the deviation between the real-time centroid sideslip angle and the target centroid sideslip angle, e2 = β - β t The synovial plane function S = 0 is defined as S = γ - γ t +c(β-β t That is, the error plane is the sliding plane. When the state reaches the sliding plane, the system enters the sliding mode, and the dynamic characteristics of the system at this time are: Where, β t For the real-time centroid sideslip angle, γ t The real-time yaw rate is represented by c, which is a positive constant. The larger the value of c, the faster the synovial control converges.

[0076] After determining the synovial plane function, the target yaw moment of the vehicle can be calculated based on this function and the linear two-degree-of-freedom equation. Specifically, in some embodiments, the target yaw moment of the vehicle is calculated according to the following formula. Where β is the target's sideslip angle and γ is the target's yaw rate. The derivative of the sideslip angle of the target centroid. The derivative of the real-time centroid sideslip angle. C is the derivative of the real-time yaw rate. fLet C be the lateral stiffness of the front axle wheel in a linear two-free model. r Let v be the lateral stiffness of the rear axle wheel in a linear two-free model. x Let δ be the longitudinal velocity of the vehicle's center of mass. f Let T1 be the wheel angle of the vehicle, and l be the target yaw moment. f l is the distance between the vehicle's center of gravity and the front axle. r I is the distance between the vehicle's center of gravity and the rear axle. z Let be the yaw moment of inertia of the vehicle's center of mass, where c and k are both constants greater than zero, and sgn(S) is a sign function. If S is greater than 0, sgn(S) is 1; if S is less than 0, sgn(S) is -1; and if S equals 0, sgn(S) is 0.

[0077] Specifically, when vehicle stability is controlled by differential braking or combined drive braking, an additional yaw moment is generated between the first and second wheels. The magnitude of this additional yaw moment is equivalent to the target yaw moment in this embodiment, so the linear two-degree-of-freedom equation can be transformed into... Transforming this equation into a state-space equation, we obtain: The transformation from this state-space equation and the substitution of the system's dynamic characteristics are as follows: In the middle, one can obtain This allows us to convert the target yaw moment into a specific value. Where -ksgn(S) is the switching control law defined to reduce system disturbances.

[0078] In one embodiment of the present invention, after the vehicle is stabilized, the method further includes: when the real-time yaw rate does not reach the target yaw rate or the real-time center of gravity sideslip angle does not reach the target center of gravity sideslip angle, recalculating the target yaw moment of the vehicle so as to stabilize the vehicle again.

[0079] Specifically, in this embodiment, after calculating the target yaw moment and performing vehicle stabilization control, the vehicle's real-time yaw rate and real-time sideslip angle can be reacquired, and it can be re-determined whether the real-time yaw rate or the real-time sideslip angle has reached the target sideslip angle. If it is determined that the real-time yaw rate or the real-time sideslip angle has not reached the target sideslip angle, then after one control with the target yaw moment, the vehicle is not yet in a stable state, and the vehicle's target yaw moment can be recalculated to perform stabilization control on the vehicle again. It should be noted that the recalculation of the vehicle's target yaw moment in this embodiment means reacquiring the relevant vehicle data for calculation, because the vehicle's state has changed after the previous control, but it has not yet fully reached the stability requirement, so it is necessary to reacquire the vehicle's real-time state data to more accurately calculate the target yaw moment for the next control.

[0080] In one embodiment of the present invention, after the vehicle has achieved stability control, the method further includes: when the real-time yaw rate reaches the target yaw rate and the real-time center of gravity sideslip angle reaches the target center of gravity sideslip angle, determining that the vehicle has completed stability control and issuing a reminder message.

[0081] Specifically, after the vehicle has undergone stabilization control, if the real-time yaw rate and the sideslip angle have both reached the target values, it indicates that the vehicle has achieved stabilization control and no further control is needed. In this case, a warning message can be sent to the driver. Optionally, after sending the warning message, it indicates that the driver can take over control of the vehicle to prevent accidents caused by the driver's failure to maintain timely control.

[0082] It should be noted that in some examples, after the vehicle issues a warning message, it can control the vehicle to slow down until the driver takes over control of the vehicle, at which point the driver's control commands will be executed.

[0083] In some embodiments of the present invention, such as Figure 5 The first side wheel includes a first wheel W1 and a second wheel W2, which are arranged along the length of the vehicle. The second side wheel includes a third wheel W3 and a fourth wheel W4, which are also arranged along the length of the vehicle. The first wheel W1 and the third wheel W3 share a first axle, and the second wheel W2 and the fourth wheel W4 share a second axle. The preset yaw moment is calculated using the following formula: Where T0 is the preset yaw moment, F xfmax F is the maximum braking force among the first and third wheels. xfminF is the minimum braking force among the first and third wheels. xrmax F is the maximum braking force among the second and fourth wheels. xrmin Let F be the minimum braking force between the second and fourth wheels, and B be the vehicle's track width. Since the maximum and minimum braking forces of the first and third wheels are the same, therefore, F... xfmax It can also be the maximum braking force of either the first or third wheel, F xfmin This represents the minimum braking force for either the first or third wheel. The braking forces for the second and fourth wheels are the same as those for the first and third wheels, and will not be described further.

[0084] Specifically, see Figure 5 When the target yaw moment is obtained by controlling the braking of the four wheels of the vehicle, the yaw moment obtained by this method has an upper limit because the braking force of the wheels has an upper limit, i.e., a preset yaw moment. When the preset yaw moment is exceeded, if the vehicle is still controlled by controlling the braking of the four wheels, the vehicle body cannot be stabilized. Therefore, this invention uses the yaw moment obtained by braking the four wheels as the preset yaw moment. The specific calculation formula is as follows:

[0085] After determining the preset yaw moment, when the vehicle needs to be stabilized by the yaw moment, the target yaw moment is compared with the preset yaw moment. If the target yaw moment is greater than the preset yaw moment, the vehicle can be stabilized by braking and driving. If the target yaw moment is less than or equal to the preset yaw moment, the vehicle can be stabilized by braking and driving.

[0086] In one embodiment of the present invention, when the target yaw moment is greater than a preset yaw moment, the driving force of the first wheel and the braking force of the second wheel of the vehicle are determined by the following formula. in, T1 is the target yaw moment, F xfl For the braking force of the third wheel, F xrl For the braking force of the fourth wheel, T fr T is the driving torque of the first wheel. rr Let F be the driving torque of the second wheel, R be the tire radius of the vehicle, and F be the driving torque of the second wheel. Zf For the load-bearing capacity of the first axle, F Zr This is the load-bearing capacity of the second wheel axle.

[0087] Specifically, when the target yaw moment T1 is determined to be greater than the preset yaw moment T0, the vehicle uses a combination of drive and braking to control the wheels and generate the target yaw moment. For example, the first wheel is driven while the second wheel is braked. The drive torque of the first wheel can be provided by the engine or motor. It should be noted that the drive torque of the first wheel affects wheel rotation, so the drive torque of the first wheel needs to be divided by the wheel radius R to obtain the drive force, and then multiplied by half the wheel track to obtain the drive torque of the first wheel. The first wheel is then driven based on this drive torque. The braking torque is obtained by directly multiplying the braking force by half the wheel track, and then the second wheel is braked based on this braking torque.

[0088] in, The limitations allow the torque distribution to be allocated according to the load on the front and rear axles of the vehicle, ensuring that the torque provided to each vehicle can perform the corresponding braking or driving functions.

[0089] In another embodiment of the present invention, when the target yaw moment is less than or equal to a preset yaw moment, the first braking force of the first wheel and the second braking force of the second wheel of the vehicle are determined by the following formula. Among them, |F xfl -F xfr | / F Zf =|F xrl -F xrr | / F Zr T1 is the target yaw moment, F xfl For the braking force of the first wheel, F xfr For the braking force of the third wheel, F xrl For the braking force of the second wheel, F xrr For the braking force of the fourth wheel, F Zf For the load-bearing capacity of the first axle, F Zr This is the load-bearing capacity of the second wheel axle.

[0090] Specifically, when the target yaw moment T1 is determined to be less than or equal to the preset yaw moment T0, the vehicle uses full braking to control the wheels to generate the target yaw moment. For example, a first braking torque is used to control the braking of the first wheel, and a second braking torque is used to control the braking of the second wheel. The first braking torque is obtained by multiplying the braking force of the first wheel by half the wheel track, and then the first wheel is braked based on this first braking torque; the second braking torque is obtained by multiplying the braking force of the second wheel by half the wheel track, and then the second wheel is braked based on this second braking torque. It should be noted that yaw forces in different directions may cause the difference between the braking force of the first wheel and the braking force of the third wheel on the same axle to be negative. Therefore, this embodiment also calculates the absolute value of the difference in braking force between different wheels on the same axle to ensure that the calculated target yaw moment is positive. Which side of the wheel has a larger braking force and which side has a smaller braking force is determined based on the direction of the target yaw moment. Of course, if one direction is defined as positive and the other opposite direction as negative, then absolute value calculation may not be necessary.

[0091] Among them, |F xfl -F xfr | / F Zf =|F xrl -F xrr | / F Zr The limitations allow the torque distribution to be allocated according to the load on the front and rear axles of the vehicle, ensuring that the torque provided to each vehicle can perform the corresponding braking function.

[0092] Overall, the vehicle stability control method in this embodiment can be applied to... Figure 9 In the control system shown, vehicle status information and driver behavior information can first be obtained through the perception layer. Then, the information obtained by the perception layer is sent to the decision layer, which processes it to generate a control signal. The control signal is then sent to the execution layer so that the execution layer can control the vehicle according to the control signal.

[0093] Specifically, such as Figure 10As shown, after receiving vehicle status information and driver behavior information, the decision layer can determine whether a collision has occurred. If no collision occurs, the process ends without further control. If a collision occurs, the decision layer calculates the target yaw moment T1 based on a linear two-degree-of-freedom model and a sliding mode variable structure control algorithm. It then compares the target yaw moment T1 with a preset yaw moment T0. If T1 is not greater than T0, differential braking is applied to both wheels, and the corresponding control signal is sent to the execution layer. If T1 is greater than T0, one wheel is braked while the other wheel is driven, and the corresponding control signal is sent to the execution layer. After the execution layer completes vehicle control, the decision layer obtains the sideslip angle and yaw rate from the execution layer. If both the sideslip angle and yaw rate reach the expected values, control is complete and the process ends; otherwise, the decision layer re-obtains vehicle status information and driver behavior information through the perception layer.

[0094] In summary, the vehicle stability control method of this invention can timely and intelligently stabilize the vehicle body when the vehicle becomes unstable, preventing the vehicle from overturning. This ensures the safety of the driver and passengers, avoids accidents caused by vehicle overturning, and greatly improves the safe driving performance of the vehicle.

[0095] Figure 11 This is a structural block diagram of a stability control device according to an embodiment of the present invention.

[0096] Furthermore, such as Figure 11 As shown, the present invention proposes a vehicle stability control device 100, which includes an acquisition module 101, a calculation module 102, a determination module 103 and a control module 104.

[0097] The acquisition module 101 is used to acquire the vehicle's state information to determine whether the vehicle is unstable; the calculation module 102 is used to calculate the target yaw moment of the vehicle based on the vehicle's state information in response to vehicle instability, so as to stabilize the vehicle; the determination module 103 is used to determine the driving torque of the first wheel and the braking torque of the second wheel of the vehicle based on the target yaw moment when the target yaw moment is greater than the preset yaw moment; the control module 104 is used to drive the first wheel based on the driving torque of the first wheel and brake the second wheel based on the braking torque of the second wheel, wherein the first wheel and the second wheel are arranged along the width direction of the vehicle.

[0098] In some embodiments of the present invention, the determining module 103 is further configured to determine the first braking force of the first side wheel and the second braking force of the second side wheel of the vehicle based on the target yaw moment when the target yaw moment is less than or equal to the preset yaw moment; the control module 104 is further configured to perform braking control on the first side wheel based on the first braking force of the first side wheel and to perform braking control on the second side wheel of the vehicle based on the second braking force of the second side wheel, wherein the first braking force is less than the second braking force.

[0099] In some embodiments of the present invention, when the target yaw moment is clockwise, the first wheel is the left wheel; when the target yaw moment is counterclockwise, the first wheel is the right wheel.

[0100] In some embodiments of the present invention, obtaining vehicle state information to determine whether the vehicle is unstable includes: determining preset state information of the vehicle according to the vehicle control command; obtaining current state information of the vehicle; and determining vehicle instability when the current state information of the vehicle is different from the preset state information of the vehicle.

[0101] In some embodiments of the present invention, the calculation module is specifically used to: calculate the target yaw rate and target centroid sideslip angle of the vehicle according to the linear two-degree-of-freedom equation; obtain the real-time yaw rate and real-time centroid sideslip angle of the vehicle; determine the synovial plane function according to the real-time yaw rate, real-time centroid sideslip angle, target yaw rate and target centroid sideslip angle; and calculate the target yaw moment of the vehicle according to the synovial plane function and the linear two-degree-of-freedom equation.

[0102] In some embodiments of the present invention, the target yaw moment of the vehicle is calculated according to the following formula. Where β is the target's sideslip angle and γ is the target's yaw rate. The derivative of the sideslip angle of the target centroid. The derivative of the real-time centroid sideslip angle. C is the derivative of the real-time yaw rate. f Let C be the lateral stiffness of the front axle wheel in a linear two-free model. r Let v be the lateral stiffness of the rear axle wheel in a linear two-free model. x Let δ be the longitudinal velocity of the vehicle's center of mass. f Let T1 be the wheel angle of the vehicle, and l be the target yaw moment. f l is the distance between the vehicle's center of gravity and the center of the front axle wheel. r I is the distance between the vehicle's center of gravity and the center of the rear axle wheel. z Let be the yaw moment of inertia of the vehicle's center of mass, where c and k are both constants greater than zero, and sgn(S) is the sign function.

[0103] In some embodiments of the present invention, after the vehicle is stabilized, the calculation module is further configured to recalculate the target yaw moment of the vehicle when the real-time yaw rate does not reach the target yaw rate or the real-time center of gravity sideslip angle does not reach the target center of gravity sideslip angle, so as to stabilize the vehicle again.

[0104] In some embodiments of the present invention, after the vehicle has achieved stability control, the information reminder module is used to determine that the vehicle has completed stability control and issue a reminder message when the real-time yaw rate reaches the target yaw rate and the real-time center of gravity sideslip angle reaches the target center of gravity sideslip angle.

[0105] In some embodiments of the present invention, the first side wheel includes a first wheel and a second wheel, which are arranged along the length direction of the vehicle; the second side wheel includes a third wheel and a fourth wheel, which are also arranged along the length direction of the vehicle; the first wheel and the third wheel share a first axle; and the second wheel and the fourth wheel share a second axle. The preset yaw moment is calculated using the following formula: Where T0 is the preset yaw moment, F xfmax F is the maximum braking force of one of the first and third wheels. xfmin For the minimum braking force of the first wheel and the other of the third wheels, F xrmax For the maximum braking force of one of the second and fourth wheels, F xrmin B is the minimum braking force of the second and fourth wheels, and B is the wheelbase of the vehicle.

[0106] In some embodiments of the present invention, when the target yaw moment is greater than a preset yaw moment, the driving force of the first wheel and the braking force of the second wheel of the vehicle are determined by the following formula. in, T1 is the target yaw moment, F xfl For the braking force of the third wheel, F xrl For the braking force of the fourth wheel, T fr T is the driving torque of the first wheel. rr Let F be the driving torque of the second wheel, R be the tire radius of the vehicle, and F be the driving torque of the second wheel. Zf For the load-bearing capacity of the first axle, F Zr This is the load-bearing capacity of the second wheel axle.

[0107] In some embodiments of the present invention, when the target yaw moment is less than or equal to a preset yaw moment, the first braking force of the first wheel and the second braking force of the second wheel of the vehicle are determined by the following formula. Among them, |F xfl -F xfr | / F Zf =|Fxrl -F xrr | / F Zr T1 is the target yaw moment, F xfl For the braking force of the first wheel, F xfr For the braking force of the third wheel, F xrl For the braking force of the second wheel, F xrr For the braking force of the fourth wheel, F Zf For the load-bearing capacity of the first axle, F Zr This is the load-bearing capacity of the second wheel axle.

[0108] It should be noted that the specific implementation of the vehicle stability control device in the embodiments of the present invention can be found in the relevant descriptions of the specific implementation of the vehicle stability control method in the above embodiments, and will not be repeated here.

[0109] In summary, the vehicle stability control device of this invention can timely and intelligently stabilize the vehicle body when a collision occurs, preventing the vehicle from overturning, thereby ensuring the personal and property safety of the driver and passengers, avoiding accidents caused by vehicle overturning, and greatly improving the safe driving performance of the vehicle.

[0110] Furthermore, the present invention proposes a computer-readable storage medium storing a vehicle stability control program thereon, which, when executed by a processor, implements the vehicle stability control method according to the above embodiments.

[0111] The computer-readable storage medium in this embodiment of the invention executes a vehicle stability control program stored thereon via a processor. This program can promptly and intelligently stabilize the vehicle body when it becomes unstable, preventing the vehicle from overturning. This ensures the safety of the driver and passengers, avoids accidents caused by vehicle overturning, and greatly improves the safe driving performance of the vehicle.

[0112] Figure 12 This is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0113] Furthermore, the present invention proposes a vehicle 200, which includes a memory 201, a processor 202, and a vehicle stability control program stored in the memory 201 and executable on the processor 202. When the processor 202 executes the vehicle stability control program, it implements the vehicle stability control method according to the above embodiments.

[0114] The vehicle in this embodiment of the invention includes a memory and a processor. By executing a vehicle stability control program stored in the memory, the processor can timely and intelligently stabilize the vehicle body when the vehicle becomes unstable, preventing the vehicle from overturning. This ensures the personal and property safety of the driver and passengers, avoids accidents caused by vehicle overturning, and greatly improves the safe driving performance of the vehicle.

[0115] Furthermore, other components and functions of the vehicle in the embodiments of the present invention are known to those skilled in the art, and will not be described in detail here to reduce redundancy.

[0116] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0117] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0118] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0119] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0120] Furthermore, the terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this invention can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this invention, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly specified in the embodiments.

[0121] In this invention, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing" appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific implementation.

[0122] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0123] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A vehicle stability control method, characterized in that, The method includes: Obtain the vehicle's status information to determine if the vehicle has become unstable; In response to the vehicle instability, a target yaw moment of the vehicle is calculated based on the vehicle's state information to enable vehicle stabilization control. When the target yaw moment is greater than the preset yaw moment, the driving force of the first wheel and the braking force of the second wheel of the vehicle are determined according to the target yaw moment. Drive control is performed on the first side wheel based on the driving force of the first side wheel. The braking control of the second side wheel of the vehicle is performed based on the braking force of the second side wheel, wherein the first side wheel and the second side wheel are arranged along the width direction of the vehicle. The first side wheel includes a first wheel and a second wheel, which are arranged along the length of the vehicle. The second side wheel includes a third wheel and a fourth wheel, which are also arranged along the length of the vehicle. The first wheel and the third wheel share a first axle, and the second wheel and the fourth wheel share a second axle. The preset yaw moment is calculated using the following formula: + in, The preset yaw moment, The maximum braking force is the sum of the first wheel and the third wheel. This is the minimum braking force among the first wheel and the third wheel. This is the maximum braking force among the second wheel and the fourth wheel. B is the minimum braking force among the second wheel and the fourth wheel, and B is the wheelbase of the vehicle; When the target yaw moment is greater than the preset yaw moment, the driving force of the first wheel and the braking force of the second wheel of the vehicle are determined by the following formula. + in, / The target yaw moment, The braking force for the third wheel, The braking force for the fourth wheel, Let be the driving torque of the first wheel. R is the driving torque of the second wheel, and R is the tire radius of the vehicle. The load-bearing capacity of the first wheel axle. This represents the load-bearing capacity of the second wheel axle.

2. The stability control method according to claim 1, characterized in that, The method further includes: When the target yaw moment is less than or equal to the preset yaw moment, the first braking force of the first wheel and the second braking force of the second wheel of the vehicle are determined according to the target yaw moment. Braking control is performed on the first side wheel based on the first braking force of the first side wheel; The second side wheel of the vehicle is braked according to the second braking force of the second side wheel, wherein the first braking force is less than the second braking force.

3. The stability control method according to claim 1, characterized in that, When the target yaw moment is clockwise, the first side wheel is the left wheel; When the target yaw moment is counterclockwise, the first wheel is the right wheel.

4. The stability control method according to claim 3, characterized in that, Obtaining the vehicle's status information to determine whether the vehicle is unstable includes: The preset state information of the vehicle is determined according to the control command of the vehicle; Obtain the current status information of the vehicle; When the current state information of the vehicle differs from the preset state information of the vehicle, the vehicle is determined to be unstable.

5. The stability control method according to any one of claims 1-4, characterized in that, The step of calculating the target yaw moment of the vehicle based on the vehicle's state information includes: Calculate the target yaw rate and target centroid sideslip angle of the vehicle based on the vehicle's state information; Obtain the real-time yaw rate and real-time sideslip angle of the vehicle. The target yaw moment of the vehicle is determined based on the real-time yaw rate, the real-time center of gravity sideslip angle, the target yaw rate, and the target center of gravity sideslip angle.

6. The stability control method according to claim 5, characterized in that, The target yaw moment of the vehicle is calculated using the following formula. in, The target centroid sideslip angle, The target yaw rate is... The derivative of the target centroid sideslip angle. The derivative of the real-time centroid sideslip angle. The derivative of the real-time yaw rate is... Let be the lateral stiffness of the front axle wheel in a linear two-free model. Let be the lateral stiffness of the rear axle wheel in the linear two-free model. Let the longitudinal velocity be the vehicle's center of mass. The wheel angle of the vehicle. The target yaw moment, This is the distance between the vehicle's center of gravity and the front axle. This is the distance between the vehicle's center of gravity and the rear axle. Let yaw moment of inertia be the vehicle's center of mass. c and k All are constants greater than zero. It is a symbolic function.

7. The stability control method according to claim 6, characterized in that, After the vehicle has achieved stability control, the method further includes: If the real-time yaw rate fails to reach the target yaw rate or the real-time center of gravity sideslip angle fails to reach the target center of gravity sideslip angle, the target yaw moment of the vehicle is recalculated in order to stabilize the vehicle again. When the real-time yaw rate reaches the target yaw rate and the real-time center-of-gravity sideslip angle reaches the target center-of-gravity sideslip angle, it is determined that the vehicle has completed stability control and a reminder message is issued.

8. The stability control method according to claim 1, characterized in that, When the target yaw moment is less than or equal to the preset yaw moment, the first braking force of the first wheel and the second braking force of the second wheel of the vehicle are determined by the following formula. + in, The target yaw moment, This is the braking force of the first wheel. The braking force for the third wheel, This is the braking force for the second wheel. The braking force for the fourth wheel, The load-bearing capacity of the first wheel axle. This represents the load-bearing capacity of the second wheel axle.

9. A vehicle stability control device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle's status information to determine whether the vehicle is unstable; The calculation module is used to calculate the target yaw moment of the vehicle based on the vehicle's state information in response to the vehicle's instability, so as to enable the vehicle to perform stability control. The determination module is used to determine the driving force of the first wheel and the braking force of the second wheel of the vehicle based on the target yaw moment when the target yaw moment is greater than the preset yaw moment. The control module is used to drive the first side wheel according to the driving force of the first side wheel, and to brake the second side wheel of the vehicle according to the braking force of the second side wheel, wherein the first side wheel and the second side wheel are arranged along the width direction of the vehicle. The first side wheel includes a first wheel and a second wheel, which are arranged along the length of the vehicle. The second side wheel includes a third wheel and a fourth wheel, which are also arranged along the length of the vehicle. The first wheel and the third wheel share a first axle, and the second wheel and the fourth wheel share a second axle. The preset yaw moment is calculated using the following formula: + in, The preset yaw moment, The maximum braking force is the sum of the first wheel and the third wheel. This is the minimum braking force among the first wheel and the third wheel. This is the maximum braking force among the second wheel and the fourth wheel. B is the minimum braking force among the second wheel and the fourth wheel, and B is the wheelbase of the vehicle; When the target yaw moment is greater than the preset yaw moment, the driving force of the first wheel and the braking force of the second wheel of the vehicle are determined by the following formula. + in, / The target yaw moment, The braking force for the third wheel, The braking force for the fourth wheel, Let be the driving torque of the first wheel. R is the driving torque of the second wheel, and R is the tire radius of the vehicle. The load-bearing capacity of the first wheel axle. This represents the load-bearing capacity of the second wheel axle.

10. The stabilization control device according to claim 9, characterized in that, The determining module is further configured to, when the target yaw moment is less than or equal to the preset yaw moment, determine the first braking force of the first side wheel and the second braking force of the second side wheel of the vehicle based on the target yaw moment; The control module is further configured to brake the first side wheel according to the first braking force of the first side wheel, and to brake the second side wheel of the vehicle according to the second braking force of the second side wheel, wherein the first braking force is less than the second braking force.

11. A computer-readable storage medium, characterized in that, It stores a vehicle stability control program, which, when executed by a processor, implements the vehicle stability control method according to any one of claims 1-8.

12. A vehicle, characterized in that, The system includes a memory, a processor, and a vehicle stability control program stored in the memory and executable on the processor. When the processor executes the vehicle stability control program, it implements the vehicle stability control method according to any one of claims 1-8.

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