Vehicle stability control method, device and vehicle

Abstract

The present disclosure provides a vehicle stability control method, device and vehicle, wherein the stability control method comprises: determining the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle. According to a first comparison result of the front road adhesion coefficient and the rear road adhesion coefficient, judging whether the vehicle is traveling on a butting road surface. When the vehicle is traveling on the butting road surface, determining the driving state of the vehicle according to a second comparison result of the front road adhesion coefficient and the rear road adhesion coefficient. According to the driving state of the vehicle, adjusting the lateral and longitudinal stability control system and the vertical stability control system. In this way, the driving stability of the vehicle under different driving states can be effectively improved, thereby providing a more flexible, comfortable and safe driving experience.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control, and in particular to a vehicle stability control method, device and vehicle. Background Art

[0002] When a vehicle passes through a connecting road surface, due to the large difference in the road adhesion coefficients of the two connecting sections of the road, it may not only cause obvious vehicle power attenuation, but may also cause vehicle skidding, vehicle tail-spinning, etc., which will result in poor vehicle operating stability and ride comfort, and may even affect the vehicle's driving safety. Summary of the invention

[0003] The present disclosure provides a vehicle stability control method, device and vehicle to solve all or at least part of the problems in the related art.

[0004] The present disclosure provides a vehicle stability control method, comprising:

[0005] Determine the front and rear road adhesion coefficients of the vehicle;

[0006] determining whether the vehicle is traveling on a butting road surface according to a first comparison result of the front road surface adhesion coefficient and the rear road surface adhesion coefficient;

[0007] When the vehicle is traveling on the butting road surface, determining the driving state of the vehicle according to a second comparison result of the front road surface adhesion coefficient and the rear road surface adhesion coefficient;

[0008] According to the driving state of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are adjusted.

[0009] Further, the determining of the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle includes:

[0010] Determining a current road adhesion coefficient for a road surface corresponding to a calibrated position on the vehicle;

[0011] The front road adhesion coefficient and the rear road adhesion coefficient are determined according to the current road adhesion coefficient.

[0012] Further, the determining of the current road adhesion coefficient of the road surface corresponding to the calibrated position on the vehicle includes:

[0013] Using a camera of the vehicle to detect the road adhesion coefficient of the road surface corresponding to the calibration position, and obtaining an observed value of the road adhesion coefficient;

[0014] Using a vehicle dynamics model to perform parameter estimation on a road adhesion coefficient of the road surface corresponding to the calibration position, and obtaining an estimated value of the road adhesion coefficient;

[0015] The current road adhesion coefficient is determined according to the road adhesion coefficient observation value and the road adhesion coefficient estimation value.

[0016] Further, determining the current road adhesion coefficient according to the road adhesion coefficient observation value and the road adhesion coefficient estimation value includes:

[0017] comparing an absolute value of a difference between the observed value of the road surface adhesion coefficient and the estimated value of the road surface adhesion coefficient with a numerical value of the first set value;

[0018] When the absolute value of the difference between the road surface adhesion coefficient observation value and the road surface adhesion coefficient estimation value is less than the first set value, selecting the road surface adhesion coefficient observation value as the current road surface adhesion coefficient;

[0019] When the absolute value of the difference between the observed road adhesion coefficient value and the estimated road adhesion coefficient value is greater than or equal to the first set value, the observed road adhesion coefficient value and the estimated road adhesion coefficient value are re-obtained, and the difference between the two is compared with the numerical value of the first set value.

[0020] Further, the determining the front road adhesion coefficient and the rear road adhesion coefficient according to the current road adhesion coefficient includes:

[0021] Acquiring a current actual yaw rate of the vehicle, and determining a yaw rate difference between the actual yaw rate and a target yaw rate;

[0022] Determining the adhesion coefficient change corresponding to the yaw rate difference according to the difference in road conditions respectively acquired by the front camera and the rear camera of the vehicle;

[0023] The front road surface adhesion coefficient and the rear road surface adhesion coefficient are determined respectively according to the current road surface adhesion coefficient and the adhesion coefficient change amount.

[0024] Further, judging whether the vehicle is traveling on a butting road surface according to a first comparison result of the front road surface adhesion coefficient and the rear road surface adhesion coefficient includes:

[0025] comparing an absolute value of a difference between the front road surface adhesion coefficient and the rear road surface adhesion coefficient with a numerical value of a second set value;

[0026] When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is less than or equal to a second set value, re-determining the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle;

[0027] When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is greater than a second set value, it is determined that the vehicle is traveling on a butting road.

[0028] Further, when the vehicle is traveling on the butting road surface, determining the driving state of the vehicle according to the second comparison result of the front road surface adhesion coefficient and the rear road surface adhesion coefficient includes:

[0029] comparing the numerical values ​​of the front road adhesion coefficient and the rear road adhesion coefficient;

[0030] When the front road adhesion coefficient is greater than the rear road adhesion coefficient, determining that the driving state of the vehicle is a loss of sense state;

[0031] When the front road adhesion coefficient is smaller than the rear road adhesion coefficient, it is determined that the driving state of the vehicle is an unstable state.

[0032] Further, adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes:

[0033] When the vehicle is in a loss-of-sensing state, the longitudinal stability control system adjusts the driving force distribution of each wheel of the vehicle.

[0034] Further, adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes:

[0035] When the vehicle is in an unstable state, determine whether the wheels are slipping based on the current vehicle speed and the wheel speeds of each wheel;

[0036] If the wheels slip, the lateral stability control system will adjust the driving force distribution and braking force distribution of each wheel.

[0037] Further, adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes:

[0038] When the driving state of the vehicle is an unstable state, obtaining a current actual yaw angular velocity of the vehicle, and determining a yaw angular velocity difference between the actual yaw angular velocity and a target yaw angular velocity;

[0039] If the yaw rate difference is less than a third set value, adjusting the rear wheel steering angle of the vehicle based on the yaw rate difference;

[0040] If the yaw rate difference is greater than or equal to the third set value, the yaw rate difference is compared with a fourth set value, and a first adjustment strategy is executed according to the comparison result.

[0041] Further, comparing the yaw rate difference with a fourth set value and executing a first adjustment strategy according to the comparison result includes:

[0042] If the yaw rate difference is less than a fourth set value, distributing the driving force to each wheel based on the yaw rate difference;

[0043] If the yaw rate difference is greater than or equal to the fourth set value, the yaw rate difference is compared with the fifth set value, and a second adjustment strategy is executed according to the comparison result.

[0044] Further, comparing the yaw rate difference with a fifth set value and executing a second adjustment strategy according to the comparison result includes:

[0045] If the yaw rate difference is less than a fifth set value, adjusting the rear wheel steering angle of the vehicle and distributing the driving force of each wheel based on the yaw rate difference;

[0046] If the yaw rate difference is greater than or equal to a fifth set value, the driving force and the braking force of each wheel are adjusted to park the vehicle.

[0047] Further, adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes:

[0048] Acquiring the lateral acceleration of the vehicle, and comparing the absolute value of the lateral acceleration of the vehicle with a sixth set value;

[0049] If the absolute value of the lateral acceleration of the vehicle is greater than the sixth set value, adjusting the heights of the left and right suspensions of the vehicle according to the sign and value of the lateral acceleration of the vehicle;

[0050] If the absolute value of the lateral acceleration of the vehicle is less than or equal to the sixth set value, the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle are re-determined.

[0051] Further, adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes:

[0052] Acquiring the longitudinal acceleration of the vehicle, and comparing the absolute value of the longitudinal acceleration of the vehicle with the seventh set value;

[0053] If the absolute value of the longitudinal acceleration of the vehicle is greater than the seventh set value, adjusting the height of the front and rear suspensions of the vehicle according to the sign and value of the longitudinal acceleration of the vehicle;

[0054] If the absolute value of the longitudinal acceleration of the vehicle is less than or equal to the seventh set value, the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle are re-determined.

[0055] The present disclosure provides a vehicle stability control device, which includes one or more processors for implementing the vehicle stability control method as described in any of the above embodiments.

[0056] The present disclosure provides a vehicle, which includes the vehicle stability control device as described in the above embodiments.

[0057] The vehicle stability control method provided by the present disclosure determines the driving state of the vehicle according to the second comparison result of the front road adhesion coefficient and the rear road adhesion coefficient when the vehicle is driving on the butted road surface, and adjusts the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle. Under different driving states of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are coordinated and controlled, so that the driving stability of the vehicle under different driving states can be effectively improved, thereby providing a more flexible, comfortable and safe driving experience.

[0058] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0060] Figure 1 Shown is a flow chart of a vehicle stability control method according to an embodiment of the present disclosure;

[0061] Figure 2 Shown Figure 1 A schematic diagram of a partial detailed flow chart of a vehicle stability control method shown;

[0062] Figure 3 Shown Figure 2 A schematic diagram of a partial detailed flow chart of a vehicle stability control method shown;

[0063] Figure 4 Shown Figure 2 Another detailed flow chart of the vehicle stability control method shown;

[0064] Figure 5 FIG. 1 is a logic diagram of an embodiment of the present disclosure. DETAILED DESCRIPTION

[0065] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0066] The present disclosure provides a vehicle stability control method, device and vehicle, which can effectively determine whether the vehicle is traveling on a docking road surface, and by determining the driving state of the vehicle on the docking road surface, adjust the lateral and longitudinal stability control system and the vertical stability control system to improve the driving stability of the vehicle when traveling on the docking road surface. The vehicle stability control method, device and vehicle of the present disclosure are described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the features of the following embodiments and implementations can be combined with each other.

[0067] See also Figure 1 As shown, the present disclosure provides a vehicle stability control method, which may include steps S11 to S14.

[0068] In step S11, the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle are determined. The front road adhesion coefficient can be used to measure the adhesion between the wheels of the vehicle and the front road surface, and the rear road adhesion coefficient can be used to measure the adhesion between the wheels of the vehicle and the rear road surface. By comparing the front road adhesion coefficient and the rear road adhesion coefficient, it can be determined whether the vehicle is traveling on the butting road surface and the driving state of the vehicle.

[0069] In step S12, based on the first comparison result of the front road adhesion coefficient and the rear road adhesion coefficient, it is determined whether the vehicle is traveling on the butted road surface. The first comparison result of the front road adhesion coefficient and the rear road adhesion coefficient may refer to the numerical difference between the front road adhesion coefficient and the rear road adhesion coefficient. When the numerical difference between the front road adhesion coefficient and the rear road adhesion coefficient is large, it is determined that the vehicle is traveling on the butted road surface. The butted road surface may be represented by two connected sections of road surfaces with different design conditions, and the design conditions may refer to materials, thickness, construction conditions, etc. The butted road surface may also be represented by different road conditions on the front and rear sides of the vehicle, such as water accumulation, snow accumulation, etc. on the road surfaces on the front and rear sides of the vehicle.

[0070] In step S13, when the vehicle is traveling on the butting road, the driving state of the vehicle is determined according to the second comparison result of the front road adhesion coefficient and the rear road adhesion coefficient. The second comparison result of the front road adhesion coefficient and the rear road adhesion coefficient may refer to the numerical values ​​of the front road adhesion coefficient and the rear road adhesion coefficient.

[0071] In step S14, the lateral and longitudinal stability control system and the vertical stability control system are adjusted according to the driving state of the vehicle. According to the driving state of the vehicle, only the lateral and longitudinal stability control system can be adjusted, or the lateral and longitudinal stability control system and the vertical stability control system can be adjusted. Among them, the lateral and longitudinal stability control system includes at least one of a rear wheel steering system, a driving force distribution system, and a braking force distribution system. The vertical stability control system includes a suspension system, and the suspension system can adjust the left and right suspension heights and the front and rear suspension heights.

[0072] The vehicle stability control method provided by the present disclosure can coordinate the lateral and longitudinal stability control system and the vertical stability control system for precise control according to the driving state of the vehicle, and realizes the stability adjustment of the three degrees of freedom of the vehicle "lateral-longitudinal-vertical", so as to more effectively improve the driving stability of the vehicle in the driving state, effectively avoid the vehicle power attenuation, and timely correct the vehicle side slip, vehicle tail swing and other situations, thereby providing a more flexible, comfortable and safe driving experience. At the same time, no human intervention is required, which ensures driving safety and reduces the impact of human factors on vehicle driving.

[0073] See also Figure 2 As shown, in one embodiment, determining the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle may further include sub-steps S111 to S112.

[0074] In step S111, the current road adhesion coefficient of the road surface corresponding to the calibrated position on the vehicle is determined. The current road adhesion coefficient of the road surface corresponding to the calibrated position on the vehicle may refer to the current road adhesion coefficient of the road surface corresponding to the middle of the chassis of the vehicle.

[0075] In step S112, the front road adhesion coefficient and the rear road adhesion coefficient are determined according to the current road adhesion coefficient, so that there is no need to detect and determine the front road adhesion coefficient and the rear road adhesion coefficient separately, so that the determination of the front road adhesion coefficient and the rear road adhesion coefficient is simpler and more accurate.

[0076] See also Figure 3 As shown, in one embodiment, determining the current road adhesion coefficient of the road surface corresponding to the calibrated position on the vehicle may further include sub-steps S1111 to S1113.

[0077] In step S1111, the vehicle's camera is used to detect the road adhesion coefficient of the road surface corresponding to the calibration position, and obtain the road adhesion coefficient observation value. The camera can capture the road image in real time, and obtain the road adhesion coefficient observation value through feature extraction and model inference.

[0078] In step S1112, the vehicle dynamics model is used to estimate the road adhesion coefficient of the road surface corresponding to the calibration position, and an estimated value of the road adhesion coefficient is obtained. The inertial measurement unit can monitor the acceleration of the vehicle in real time, and in combination with the wheel speed sensor, the vehicle dynamics model is used to estimate the road adhesion coefficient of the road surface corresponding to the calibration position.

[0079] In step S1113, the current road adhesion coefficient is determined according to the road adhesion coefficient observation value and the road adhesion coefficient estimation value. The present disclosure uses a camera to obtain the road adhesion coefficient observation value, uses a vehicle dynamics model to obtain the road adhesion coefficient estimation value, and combines the road adhesion coefficient observation value and the road adhesion coefficient estimation value to determine the current road adhesion coefficient, thereby improving the accuracy of the current road adhesion coefficient.

[0080] See also Figure 5 As shown, in one embodiment, according to the road adhesion coefficient observation value and the road adhesion coefficient estimation value, the current road adhesion coefficient is determined, including: comparing the absolute value of the difference between the road adhesion coefficient observation value and the road adhesion coefficient estimation value with the numerical value of the first set value. Determine the absolute value of the difference between the road adhesion coefficient observation value and the road adhesion coefficient estimation value, and compare it with the numerical value of the first set value. When the absolute value of the difference between the road adhesion coefficient observation value and the road adhesion coefficient estimation value is less than the first set value, select the road adhesion coefficient observation value as the current road adhesion coefficient. When the absolute value of the difference between the road adhesion coefficient observation value and the road adhesion coefficient estimation value is less than the first set value, it means that the gap between the road adhesion coefficient observation value and the road adhesion coefficient estimation value is small, and the road adhesion coefficient observation value obtained by the camera is accurate, so the road adhesion coefficient observation value can be selected as the current road adhesion coefficient. When the absolute value of the difference between the road adhesion coefficient observation value and the road adhesion coefficient estimation value is greater than or equal to the first set value, re-obtain the road adhesion coefficient observation value and the road adhesion coefficient estimation value, and compare the difference between the two with the numerical value of the first set value. When the absolute value of the difference between the observed road adhesion coefficient and the estimated road adhesion coefficient is greater than or equal to the first set value, it means that the difference between the observed road adhesion coefficient and the estimated road adhesion coefficient is large, and the observed road adhesion coefficient obtained by the camera may have errors, so it is necessary to re-obtain the observed road adhesion coefficient and the estimated road adhesion coefficient. Through the above method, the estimated road adhesion coefficient is introduced to verify the observed road adhesion coefficient, thereby ensuring the validity of the current road adhesion coefficient.

[0081] See also Figure 4 As shown, in one embodiment, determining the front road adhesion coefficient and the rear road adhesion coefficient according to the current road adhesion coefficient may further include sub-steps S1121 to S1123.

[0082] In step S1121, the actual yaw rate of the vehicle is obtained, and the yaw rate difference between the actual yaw rate and the target yaw rate is determined. The actual yaw rate can be detected by a sensor. The target yaw rate of the current vehicle can be calculated by using the ideal state model of the vehicle.

[0083] In step S1122, the adhesion coefficient change corresponding to the yaw rate difference is determined according to the difference in road conditions collected by the front camera and the rear camera of the vehicle. The road conditions include but are not limited to the roughness, ruggedness, and reflectivity of the road surface. Under the collected road conditions, different yaw rate differences correspond to different adhesion coefficient changes.

[0084] In step S1123, the front road adhesion coefficient and the rear road adhesion coefficient are determined respectively according to the current road adhesion coefficient and the change in adhesion coefficient. When it is detected that the steering wheel angle is equal to zero, it is determined that the vehicle has no steering operation. The front road adhesion coefficient and the rear road adhesion coefficient can be estimated respectively according to the current road adhesion coefficient and the change in adhesion coefficient. In this embodiment, μF=μ+Δμ, μR=μ-Δμ; wherein μF is the front road adhesion coefficient, μR is the rear road adhesion coefficient, μ is the current road adhesion coefficient, and Δμ is the change in adhesion coefficient. The method of obtaining the front road adhesion coefficient and the rear road adhesion coefficient is simple.

[0085] See also Figure 5As shown, in one embodiment, judging whether the vehicle is traveling on the docking road surface according to the first comparison result of the front road adhesion coefficient and the rear road adhesion coefficient includes: comparing the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient with the numerical value of the second set value. Determine the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient, and compare it with the numerical value of the second set value. When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is less than or equal to the second set value, re-determine the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle. When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is less than or equal to the second set value, it means that the difference between the front road adhesion coefficient and the rear road adhesion coefficient is small, and it is determined that the vehicle is not traveling on the docking road surface, so it is necessary to re-determine the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle. When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is greater than the second set value, it is determined that the vehicle is traveling on the docking road surface. When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is greater than the second set value, it means that the difference between the front road adhesion coefficient and the rear road adhesion coefficient is large, and it is determined that the vehicle is traveling on the butting road, so it is necessary to determine the driving state of the vehicle in order to adjust the lateral and longitudinal stability control system and the vertical stability control system of the vehicle. The method of determining that the vehicle is traveling on the butting road is simple and has high reliability.

[0086] In one embodiment, when a vehicle is traveling on a butting road surface, the driving state of the vehicle is determined according to the second comparison result of the front road surface adhesion coefficient and the rear road surface adhesion coefficient, including: comparing the numerical values ​​of the front road surface adhesion coefficient and the rear road surface adhesion coefficient. When the front road surface adhesion coefficient is greater than the rear road surface adhesion coefficient, the driving state of the vehicle is determined to be a loss of sense state. When the front road surface adhesion coefficient is greater than the rear road surface adhesion coefficient, it means that the front wheels of the vehicle are traveling on a high-adhesion road surface. Due to the increase in the adhesion coefficient, the longitudinal force acting on the vehicle increases, which may cause the vehicle to have a sense of deceleration and stagnation. The driving state of the vehicle is determined to be a loss of sense state, and the driving smoothness of the vehicle is poor. When the front road surface adhesion coefficient is less than the rear road surface adhesion coefficient, the driving state of the vehicle is determined to be an unstable state. When the rear road surface adhesion coefficient is greater than the front road surface adhesion coefficient, it means that the front wheels of the vehicle are traveling on a low-adhesion road surface, which may cause the vehicle to have instability such as side slip, tail swing, etc., and the driving state of the vehicle is determined to be an unstable state, and the driving safety of the vehicle is poor. The method of determining the driving state of the vehicle by the above method is simple and reliable.

[0087] In one embodiment, according to the driving state of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are adjusted, including: when the driving state of the vehicle is a loss of sense state, the driving force distribution of each wheel of the vehicle is adjusted by the longitudinal stability control system. The driving stability of the vehicle can be ensured by adjusting the driving force distribution of each wheel.

[0088] In one embodiment, according to the driving state of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are adjusted, including: when the driving state of the vehicle is an unstable state, according to the current vehicle speed and the wheel speed of each wheel, it is determined whether the wheel is slipping. If the wheel is slipping, the driving force distribution and braking force distribution of each wheel are adjusted through the lateral stability control system. The wheel slipping phenomenon can be suppressed by adjusting the driving force distribution and braking force distribution of each wheel, such as adjusting the braking force distribution of the slipping wheel, so as to ensure the safety of vehicle driving.

[0089] In one embodiment, according to the driving state of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are adjusted, including: when the driving state of the vehicle is an unstable state, the actual yaw rate of the vehicle is obtained, and the yaw rate difference between the actual yaw rate and the target yaw rate is determined. In this way, the lateral and longitudinal stability control system and the vertical stability control system can be adjusted by the deviation between the actual yaw rate and the target yaw rate. If the yaw rate difference is less than the third set value, the rear wheel turning angle of the vehicle is adjusted based on the yaw rate difference. Due to the low adhesion coefficient of the front road surface, it is impossible to provide sufficient additional yaw torque to maintain the stable driving of the vehicle. In this way, the driving stability of the vehicle can be maintained by adjusting the rear wheel turning angle of the vehicle. Among them, the state equation of the yaw rate difference and the rear wheel turning angle can be constructed based on the vehicle dynamics model, the required adjustment value of the rear wheel turning angle is obtained by the yaw rate difference, and the rear wheel turning angle of the vehicle is adjusted by the lateral control system of the vehicle. If the yaw rate difference is greater than or equal to the third setting value, the yaw rate difference is compared with the fourth setting value, and the first adjustment strategy is executed according to the comparison result. When the yaw rate difference is greater than or equal to the third setting value, adjusting the rear wheel steering angle of the vehicle alone cannot meet the requirement of stable driving of the vehicle. It is necessary to compare the yaw rate difference with the fourth setting value, and execute the first adjustment strategy according to the comparison result, so that the reliability is higher and the stability of the vehicle is better.

[0090] In one embodiment, the yaw rate difference is compared with the fourth setting value, and the first adjustment strategy is executed according to the comparison result, including: if the yaw rate difference is less than the fourth setting value, the driving force of each wheel is distributed based on the yaw rate difference. Due to the large yaw rate difference, the vehicle cannot be kept stable by adjusting the rear wheel turning angle of the vehicle, and the driving stability of the vehicle can be maintained by adjusting the driving force distribution of each wheel. Among them, the required adjustment value of the driving force of each wheel can be obtained through the distribution algorithm based on the yaw rate difference, and the driving force of each wheel is distributed through the lateral control system of the vehicle. If the yaw rate difference is greater than or equal to the fourth setting value, the yaw rate difference is compared with the fifth setting value, and the second adjustment strategy is executed according to the comparison result. When the yaw rate difference is greater than or equal to the fourth setting value, only adjusting the rear wheel turning angle of the vehicle or distributing the driving force of each wheel can no longer meet the demand for stable driving of the vehicle, and the yaw rate difference needs to be compared with the fifth setting value, and the second adjustment strategy is executed according to the comparison result, so that the reliability is higher and the stability of the vehicle is better.

[0091] In one embodiment, the yaw rate difference is compared with the fifth setting value, and a second adjustment strategy is executed according to the comparison result, including: if the yaw rate difference is less than the fifth setting value, then based on the yaw rate difference, the rear wheel steering angle of the vehicle is adjusted and the driving force of each wheel is distributed. The stability of the vehicle can be maintained by adjusting the rear wheel steering angle of the vehicle and distributing the driving force of each wheel. If the yaw rate difference is greater than or equal to the fifth setting value, the driving force and braking force of each wheel are adjusted to park the vehicle. If the yaw rate difference is greater than or equal to the fifth setting value, the stable driving of the vehicle can no longer be guaranteed, and the driving force and braking force of each wheel can be adjusted to gradually stop the vehicle to ensure the driving safety of the vehicle.

[0092] In one embodiment, according to the driving state of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are adjusted, including: obtaining the lateral acceleration of the vehicle, and comparing the absolute value of the lateral acceleration of the vehicle with the numerical value of the sixth setting value. If the absolute value of the lateral acceleration of the vehicle is greater than the sixth setting value, the height of the left and right suspensions of the vehicle is adjusted according to the sign and value of the lateral acceleration of the vehicle. The left suspension or the right suspension of the vehicle can be adjusted according to the sign of the lateral acceleration of the vehicle. For example, when the sign of the lateral acceleration is negative, the vehicle has a tendency to tilt to the right, and the right suspension needs to be raised to be higher than the left suspension to ensure the driving comfort of the vehicle, and the degree of raising the right suspension is determined according to the value of the lateral acceleration of the vehicle, and the adjustment method is simple. If the absolute value of the lateral acceleration of the vehicle is less than or equal to the sixth setting value, the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle are re-determined. The absolute value of the lateral acceleration of the vehicle is less than or equal to the sixth setting value, so there is no need to adjust the height of the left and right suspensions of the vehicle, and the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle can be re-determined. By adjusting the height of the left and right suspensions of the vehicle using the above method, the sense of frustration during vehicle driving can be suppressed in the vertical direction, further ensuring the riding comfort of the driver and passengers.

[0093] In one embodiment, according to the driving state of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are adjusted, including: obtaining the longitudinal acceleration of the vehicle, and comparing the absolute value of the longitudinal acceleration of the vehicle with the numerical value of the seventh setting value. Among them, the first setting value to the seventh setting value mentioned above can be set according to the actual situation, and can be adjusted according to the needs, so that it can independently judge whether the intervention operation is needed, and the overall flexibility is more reliable, and can adapt to different road conditions and user needs. If the absolute value of the longitudinal acceleration of the vehicle is greater than the seventh setting value, the height of the front and rear suspensions of the vehicle is adjusted according to the sign and value of the longitudinal acceleration of the vehicle. The front suspension or rear suspension of the vehicle can be adjusted according to the sign of the longitudinal acceleration of the vehicle. For example, when the sign of the longitudinal acceleration is negative, it means that the vehicle is in a deceleration state, and the front of the vehicle has a tendency to press forward and downward. The front suspension needs to be raised to a level higher than the rear suspension to ensure the driving comfort of the vehicle, and the degree of raising the front suspension can be determined according to the value of the longitudinal acceleration of the vehicle, and the adjustment method is simple. If the absolute value of the longitudinal acceleration of the vehicle is less than or equal to the seventh setting value, the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle are re-determined. The absolute value of the longitudinal acceleration of the vehicle is less than or equal to the seventh set value, so there is no need to adjust the height of the front and rear suspensions of the vehicle, and the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle can be re-determined. By adjusting the height of the front and rear suspensions of the vehicle by the above method, the sense of frustration during the driving of the vehicle can be suppressed in the vertical direction, further ensuring the riding comfort of the driver and passengers.

[0094] The disclosed embodiment also provides a vehicle stability control device, including one or more processors, for implementing the vehicle stability control method as described in the above embodiment. The vehicle stability control device can be applied to a vehicle, and the device embodiment can be implemented by software, or by hardware or a combination of software and hardware. Among them, the processor can be a central processing unit, or other general-purpose processors, etc.

[0095] The embodiments of the present disclosure also provide a vehicle, which includes the vehicle stability control device as described in the above embodiments.

[0096] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle stability control method, characterized in that: include: Determine the front and rear road adhesion coefficients of the vehicle; determining whether the vehicle is traveling on a butting road surface according to a first comparison result of the front road surface adhesion coefficient and the rear road surface adhesion coefficient; When the vehicle is traveling on the butting road surface, determining the driving state of the vehicle according to a second comparison result of the front road surface adhesion coefficient and the rear road surface adhesion coefficient; According to the driving state of the vehicle, the lateral and longitudinal stability control system and the vertical stability control system are adjusted; Wherein, adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes: Acquiring the lateral acceleration of the vehicle, and comparing the absolute value of the lateral acceleration of the vehicle with a sixth set value; If the absolute value of the lateral acceleration of the vehicle is greater than the sixth set value, adjusting the heights of the left and right suspensions of the vehicle according to the sign and value of the lateral acceleration of the vehicle; If the absolute value of the lateral acceleration of the vehicle is less than or equal to a sixth set value, re-determining the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle; and Acquiring the longitudinal acceleration of the vehicle, and comparing the absolute value of the longitudinal acceleration of the vehicle with the seventh set value; If the absolute value of the longitudinal acceleration of the vehicle is greater than the seventh set value, adjusting the height of the front and rear suspensions of the vehicle according to the sign and value of the longitudinal acceleration of the vehicle; If the absolute value of the longitudinal acceleration of the vehicle is less than or equal to the seventh set value, the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle are re-determined.

2. The vehicle stability control method according to claim 1, characterized in that: The determining of the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle includes: Determining a current road adhesion coefficient for a road surface corresponding to a calibrated position on the vehicle; The front road adhesion coefficient and the rear road adhesion coefficient are determined according to the current road adhesion coefficient.

3. The vehicle stability control method according to claim 2, characterized in that: Determining the current road adhesion coefficient of the road surface corresponding to the calibrated position on the vehicle includes: Using a camera of the vehicle to detect the road adhesion coefficient of the road surface corresponding to the calibration position, and obtaining an observed value of the road adhesion coefficient; Using a vehicle dynamics model to perform parameter estimation on a road adhesion coefficient of the road surface corresponding to the calibration position, and obtaining an estimated value of the road adhesion coefficient; The current road adhesion coefficient is determined according to the road adhesion coefficient observation value and the road adhesion coefficient estimation value.

4. The vehicle stability control method according to claim 3, characterized in that: The determining the current road surface adhesion coefficient according to the road surface adhesion coefficient observation value and the road surface adhesion coefficient estimation value comprises: comparing an absolute value of a difference between the observed value of the road surface adhesion coefficient and the estimated value of the road surface adhesion coefficient with a numerical value of a first set value; When the absolute value of the difference between the road surface adhesion coefficient observation value and the road surface adhesion coefficient estimation value is less than the first set value, selecting the road surface adhesion coefficient observation value as the current road surface adhesion coefficient; When the absolute value of the difference between the observed road adhesion coefficient value and the estimated road adhesion coefficient value is greater than or equal to the first set value, the observed road adhesion coefficient value and the estimated road adhesion coefficient value are re-obtained, and the difference between the two is compared with the numerical value of the first set value.

5. The vehicle stability control method according to claim 2, characterized in that: The determining the front road adhesion coefficient and the rear road adhesion coefficient according to the current road adhesion coefficient includes: Acquiring a current actual yaw rate of the vehicle, and determining a yaw rate difference between the actual yaw rate and a target yaw rate; Determining the adhesion coefficient change corresponding to the yaw rate difference according to the difference in road conditions respectively acquired by the front camera and the rear camera of the vehicle; The front road surface adhesion coefficient and the rear road surface adhesion coefficient are determined respectively according to the current road surface adhesion coefficient and the adhesion coefficient change amount.

6. The vehicle stability control method according to claim 1, characterized in that: The determining, based on a first comparison result of the front road adhesion coefficient and the rear road adhesion coefficient, whether the vehicle is traveling on a butting road surface comprises: comparing an absolute value of a difference between the front road surface adhesion coefficient and the rear road surface adhesion coefficient with a numerical value of a second set value; When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is less than or equal to a second set value, re-determining the front road adhesion coefficient and the rear road adhesion coefficient of the vehicle; When the absolute value of the difference between the front road adhesion coefficient and the rear road adhesion coefficient is greater than a second set value, it is determined that the vehicle is traveling on a butting road.

7. The vehicle stability control method according to claim 1, characterized in that: The method of determining the driving state of the vehicle according to the second comparison result of the front road adhesion coefficient and the rear road adhesion coefficient when the vehicle is driving on the butting road surface comprises: comparing the numerical values ​​of the front road adhesion coefficient and the rear road adhesion coefficient; When the front road adhesion coefficient is greater than the rear road adhesion coefficient, determining that the driving state of the vehicle is a loss of sense state; When the front road adhesion coefficient is smaller than the rear road adhesion coefficient, it is determined that the driving state of the vehicle is an unstable state.

8. The vehicle stability control method according to claim 7, characterized in that: The method of adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes: When the vehicle is in a loss-of-sensing state, the longitudinal stability control system adjusts the driving force distribution of each wheel of the vehicle.

9. The vehicle stability control method according to claim 7, characterized in that: The method of adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes: When the vehicle is in an unstable state, determine whether the wheels are slipping based on the current vehicle speed and the wheel speeds of each wheel; If the wheels slip, the lateral stability control system will adjust the driving force distribution and braking force distribution of each wheel.

10. The vehicle stability control method according to claim 7, characterized in that: The method of adjusting the lateral and longitudinal stability control system and the vertical stability control system according to the driving state of the vehicle includes: When the driving state of the vehicle is an unstable state, obtaining a current actual yaw angular velocity of the vehicle, and determining a yaw angular velocity difference between the actual yaw angular velocity and a target yaw angular velocity; If the yaw rate difference is less than a third set value, adjusting the rear wheel steering angle of the vehicle based on the yaw rate difference; If the yaw rate difference is greater than or equal to the third set value, the yaw rate difference is compared with a fourth set value, and a first adjustment strategy is executed according to the comparison result.

11. The vehicle stability control method according to claim 10, characterized in that: The comparing the yaw rate difference with the fourth set value and executing the first adjustment strategy according to the comparison result includes: If the yaw rate difference is less than a fourth set value, distributing the driving force to each wheel based on the yaw rate difference; If the yaw rate difference is greater than or equal to the fourth set value, the yaw rate difference is compared with the fifth set value, and a second adjustment strategy is executed according to the comparison result.

12. The vehicle stability control method according to claim 11, characterized in that: The comparing the yaw rate difference with the fifth set value and executing the second adjustment strategy according to the comparison result includes: If the yaw rate difference is less than a fifth set value, adjusting the rear wheel steering angle of the vehicle and distributing the driving force of each wheel based on the yaw rate difference; If the yaw rate difference is greater than or equal to a fifth set value, the driving force and the braking force of each wheel are adjusted to park the vehicle.

13. A vehicle stability control device, characterized in that: The method comprises one or more processors for implementing the vehicle stability control method as claimed in any one of claims 1 to 12.

14. A vehicle, characterized in that: It includes the vehicle stability control device as claimed in claim 13.

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