Vehicle driving stability control method, device, equipment and medium

Abstract

The invention belongs to the technical field of vehicle control, and particularly relates to a vehicle driving stability control method, device and equipment and a medium, and the vehicle driving stability control method comprises the following steps: obtaining an expected yaw velocity # imgabs0 # and an actual yaw velocity of a vehicle, and obtaining a feedback control quantity delta R-FB of a rear wheel steering angle based on the expected yaw velocity # imgabs0 # and the actual yaw velocity; obtaining a vehicle speed vx, a front wheel rotation angle delta F and an expected side slip angle, and obtaining a feedforward control quantity delta R-FF of a rear wheel rotation angle according to the vehicle speed vx, the front wheel rotation angle delta F and the expected side slip angle; based on the feedback control quantity delta R-FB of the rear wheel rotation angle and the feed-forward control quantity delta R-FF of the rear wheel rotation angle, the rear wheel rotation angle output quantity delta R = delta R-FB + delta R-FF is obtained. According to the method, the problems of insufficient vehicle steering control stability and the like are solved, and the lag problem of correction after braking deceleration and instability caused by an ESP scheme can be avoided.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle control, and in particular relates to a vehicle driving stability control method, device, equipment and medium. Background Art

[0002] When a vehicle is driving on a slippery road or in extreme steering conditions, it is easy to have oversteer and understeer problems, which makes the vehicle have steering characteristics that do not meet the driver's expectations, affecting the user's driving safety. The current solution mainly relies on the intervention of the Electronic Stability Program (ESP) for steering control. Its working principle is to brake a single wheel to cause the vehicle body to yaw. Although it can correct the oversteer and understeer of the vehicle, this method is at the expense of the vehicle's power. During its action, it will reduce the vehicle's driving speed. In addition, the steering control behavior of ESP itself is a correction behavior after the vehicle loses stability. The hysteresis control of this correction behavior after the vehicle loses stability affects the user's driving experience. Summary of the invention

[0003] In view of the shortcomings of the prior art mentioned above, the purpose of the present invention is to provide a vehicle driving stability control method, device, equipment and medium. The present invention utilizes rear wheel angle closed-loop control to improve the steering control stability of the vehicle. The "feedforward + feedback closed-loop" control scheme based on the rear wheel angle avoids the lag problem of correction after braking deceleration and instability caused by the ESP scheme, and solves the problem of insufficient vehicle steering control stability.

[0004] To achieve the above purpose, the present invention adopts the following technical solution.

[0005] A first aspect of the present invention provides a vehicle driving stability control method, comprising: Get and based on the vehicle's desired yaw rate And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB; obtain and according to the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF; feedback control value δ based on rear wheel steering angle R _FB and the feedforward control value of the rear wheel steering angle δ R _FF, get the rear wheel steering angle output δ R =δ R _FB+δ R _FF.

[0006] As an embodiment of the present invention, the desired yaw rate of the vehicle is obtained. Including: Get vehicle speed v x , front wheel turning angle δ F and the initial rear wheel turning angle δ R _init; Calculate the expected yaw rate of the vehicle in steady state using a two-degree-of-freedom vehicle dynamics model Among them, K and L are the vehicle size constant and tire constant respectively.

[0007] As an embodiment of the present invention, the initial rear wheel angle δ is obtained. R _init, including: obtaining and setting the initial rear wheel steering angle δ under each driving condition based on the steering wheel angle, vehicle speed and road adhesion coefficient R _init.

[0008] As an implementation manner of the present invention, obtaining the actual yaw angular velocity of the vehicle includes: measuring with a vehicle yaw angular velocity sensor to obtain the actual yaw angular velocity of the vehicle.

[0009] As an embodiment of the present invention, the acquisition is based on the desired yaw rate of the vehicle. And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB, including: Get the desired yaw rate of the vehicle and the actual yaw rate; Compare the desired yaw rate of the vehicle The deviation between the actual yaw rate and Based on the deviation, the actual yaw rate is closed-loop controlled to obtain the feedback control value δ of the rear wheel steering angle R _FB.

[0010] As an implementation mode of the present invention, the acquisition and the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF, including: Based on vehicle speed v x , front wheel turning angle δ F and the road adhesion coefficient to set the expected vehicle body center of mass sideslip angle β under each driving condition; Based on the expected vehicle body center of mass sideslip angle β and the expected yaw rate The fixed mathematical relationship between the two degrees of freedom mathematical model and the feedforward control quantity of the rear wheel angle are obtained.

[0011] A second aspect of the present invention provides a vehicle driving stability control device, comprising: A first acquisition module is at least used to acquire and based on the expected yaw rate of the vehicle And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB; The second acquisition module is at least used to acquire and calculate the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF; Output module, at least for feedback control quantity δ based on rear wheel steering angle R _FB and the feedforward control value of the rear wheel steering angle δ R _FF, get the rear wheel steering angle output δ R =δ R _FB+δ R _FF.

[0012] As an implementation manner of the present invention, the first acquisition module further includes an expected yaw angular velocity acquisition module, and the expected yaw angular velocity acquisition module is at least used for: Get vehicle speed v x , front wheel turning angle δ F and the initial rear wheel turning angle δ R _init; Calculate the expected yaw rate of the vehicle in steady state using a two-degree-of-freedom vehicle dynamics model Among them, K and L are the vehicle size constant and tire constant respectively.

[0013] A third aspect of the present invention provides an electronic device, comprising: At least one processor; and at least one memory in communication with the processor, wherein: the memory stores program instructions executable by the processor, and the processor calls the program instructions to execute the steps of the method described in the first aspect of the present invention.

[0014] A fourth aspect of the present invention provides a readable storage medium storing a computer program, wherein the computer program is executed by a processor to perform the steps of the method described in the first aspect of the present invention.

[0015] In summary, compared with the prior art, the present invention includes at least one of the following beneficial technical effects: 1. The present invention adjusts the rear-wheel steering system decoupled from the front-wheel steering system to make the vehicle produce additional lateral movement and yaw movement, dynamically adjust the rear wheel steering angle, and realize closed-loop control of the vehicle's yaw angular velocity, so that the steering characteristics of the vehicle always meet the driving expectations during driving; 2. The present invention avoids the problems of reduced power and vehicle speed caused by ESP braking wheels, and avoids the occurrence of obvious driving perception problems caused by the instability of the ESP solution by designing a closed-loop control scheme that combines feedforward and feedback. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 It is a flow chart of a vehicle driving stability control method in a specific embodiment of the present invention.

[0018] Figure 2 It is a flow chart of another vehicle driving stability control method in a specific embodiment of the present invention.

[0019] Figure 3 It is a block diagram of a vehicle driving stability control device in a specific embodiment of the present invention.

[0020] Figure 4 It is a block diagram of another vehicle driving stability control device in a specific embodiment of the present invention.

[0021] Figure 5 FIG. 1 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0022] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application. In addition, it should be understood that the specific implementation methods described herein are only used to illustrate and explain the present application, and are not used to limit the present application.

[0023] It should be noted that the description order of the following embodiments is not intended to limit the preferred order of the embodiments of the present application. In addition, in the following embodiments, the description of each embodiment has its own emphasis, and for parts not described in detail in one embodiment, reference can be made to the relevant description of other embodiments.

[0024] Vehicles equipped with rear-wheel steering systems generally use the rear-wheel steering system to improve the steering flexibility of the vehicle, including turning in the opposite direction at low speeds to reduce the turning radius, and turning in the same direction at high speeds to improve high-speed lane change stability. It is essentially an open-loop control that aims to improve the steering flexibility of the vehicle, and does not control the vehicle's handling stability.

[0025] When a vehicle is driving on a slippery road or in extreme steering conditions, it is easy to have oversteer or understeer problems, causing the vehicle to have steering characteristics that do not meet driving expectations, affecting driving safety. The existing EPS braking method will reduce the power and speed of the braked vehicle, and for the user, it has a significant driving perception, which is not conducive to the user's driving experience. In addition, in certain special circumstances, such as when the vehicle is driving on snowy or muddy roads or drifting, ESP may limit the engine's torque output, thereby affecting the vehicle's power.

[0026] In view of this, if Figure 1 and Figure 2 As shown, the first aspect of the present invention provides a vehicle driving stability control method, comprising the following steps: Step S100: Obtain and calculate the desired yaw rate of the vehicle based on the vehicle's desired yaw rate. And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB; Step S200: Obtain and calculate the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF; Step S300: Feedback control amount δ based on rear wheel steering angle R _FB and the feedforward control value of the rear wheel steering angle δ R _FF, get the rear wheel steering angle output δ R =δ R _FB+δ R _FF.

[0027] In the present invention, the rear wheel steering angle control is independent of the front wheel steering system control, and the rear wheel steering angle output is controlled by a "feedforward + closed-loop feedback" control scheme to achieve closed-loop control of the vehicle's yaw angular velocity, and to correct oversteering and understeering of the vehicle in real time to ensure driving safety. Different from the principle of braking the wheels when ESP intervenes, the present invention achieves handling stability by controlling the rear wheel steering angle while still ensuring that the vehicle's power does not decrease, making the user's driving experience more natural.

[0028] Since rear-wheel steering only changes the wheel angle and does not apply brakes to the wheels or intervene in the torque of the drive system, controlling the rear wheel angle does not reduce the vehicle's driving performance. The rear wheel angle can be controlled to achieve handling stability while still ensuring that the vehicle's power is not reduced.

[0029] In one embodiment of the present invention, the desired yaw rate of the vehicle is obtained. include: Get vehicle speed v x , front wheel turning angle δ F and the initial rear wheel turning angle δ R _init; Calculate the expected yaw rate of the vehicle in steady state using a two-degree-of-freedom vehicle dynamics model Among them, K and L are the vehicle size constant and tire constant respectively.

[0030] Among them, the initial rear wheel angle δ R The method of obtaining _init includes: obtaining and setting the initial rear wheel steering angle under each driving condition based on the steering wheel angle, vehicle speed and road adhesion coefficient.

[0031] Among them, the initial rear wheel steering angle δ under each driving condition is set according to the steering wheel angle, vehicle speed, and road adhesion coefficient. R _init, the purpose is to make the vehicles equipped with rear-wheel steering system have different steering characteristics from those without rear-wheel steering system, and the actual vehicle calibration can be carried out according to the performance development goals of the whole vehicle.

[0032] For example, when the driving condition is a medium or low speed condition, the initial rear wheel turning angle δ is set to R _init is opposite to the front wheel turning angle, and the lower the vehicle speed, the smaller the initial rear wheel turning angle δ R The larger the value of _init is, the higher the initial rear wheel turning angle δ is set when the driving condition is high speed condition. R _init has the same direction as the front wheel turning angle, and within the preset vehicle speed range, the higher the vehicle speed, the higher the initial rear wheel turning angle δ R The larger the _init value is, the smaller the initial rear wheel turning angle will tend to be as the vehicle speed increases;

[0033] This method allows the car to have better steering flexibility at low and medium speeds, and is more stable when changing lanes and turning at high speeds. In addition, the above setting method can also be used for roads with low road adhesion coefficients (such as slippery roads). Compared with high-adhesion roads, the critical speed for switching from the reverse turning angle to the same-direction turning angle is lower, avoiding the instability of the vehicle by setting the reverse turning angle at a high speed on low-adhesion roads.

[0034] In one embodiment of the present invention, obtaining the actual yaw rate of the vehicle includes: measuring the actual yaw rate of the vehicle by using a yaw rate sensor of the vehicle.

[0035] In one embodiment of the present invention, the acquisition is based on the expected yaw rate of the vehicle. And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB, including: Get the desired yaw rate of the vehicle and the actual yaw rate; Compare the desired yaw rate of the vehicle The deviation between the actual yaw rate and Based on the deviation, the actual yaw rate is controlled by PID closed loop to obtain the feedback control value of the rear wheel angle δ R _FB, ensure that the actual yaw rate follows the expected yaw rate in real time Make the steering characteristics meet driving expectations.

[0036] In one embodiment of the present invention, the vehicle speed v is obtained and x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF, including: Based on vehicle speed v x , front wheel turning angle δ F and the road adhesion coefficient to set the expected vehicle body center of mass sideslip angle β under each driving condition; Based on the expected vehicle body center of mass sideslip angle β and the expected yaw rate The fixed mathematical relationship between the two degrees of freedom mathematical model and the feedforward control quantity of the rear wheel angle are obtained. Where, m is the vehicle mass (unit: kg), L f is the front wheelbase (unit: m), L r is the rear wheelbase (unit: m), k F is the front tire cornering stiffness (unit: N / °), k R is the rear tire cornering stiffness (unit: N / °), V X is the vehicle speed (unit: m / s), δ F is the front wheel steering angle (unit: °), β is the desired sideslip angle of the center of mass (unit: °).

[0037] Specifically, the expected sideslip angle β of the vehicle's center of mass can be set according to the vehicle speed, steering wheel angle and road adhesion coefficient, and calibrated according to the performance target of the whole vehicle. Generally speaking, under the same steering condition, the greater the expected yaw angular velocity, the smaller the corresponding expected sideslip angle β of the center of mass; or, the expected sideslip angle of the vehicle's center of mass under each driving condition can be set according to the vehicle speed and front wheel angle, and the actual vehicle calibration can be carried out according to the performance development target of the whole vehicle.

[0038] According to the two-degree-of-freedom vehicle dynamics model, there is a fixed mathematical relationship between the desired center-of-mass sideslip angle and the desired yaw rate. Therefore, the feedforward control based on the desired center-of-mass sideslip angle is essentially the feedforward control based on the desired yaw rate. According to the two-degree-of-freedom vehicle dynamics model, the rear wheel steering angle feedforward control quantity based on the desired center-of-mass sideslip angle β is

[0039] The control strategy of "feedforward + closed-loop feedback" based on the rear-wheel steering system of the present invention can calculate the control amount in advance according to the driving conditions (vehicle speed, steering wheel angle, etc.). Compared with the ESP solution that corrects after detecting instability, this feedforward control scheme can avoid lateral instability of the vehicle to the greatest extent and improve driving stability.

[0040] Specifically, the closed-loop control of handling stability based on the rear-wheel steering system is a solution that uses rear-wheel steering to perform closed-loop control on the steering characteristics of the vehicle. It is a technology that improves driving safety. When it is monitored that the actual yaw rate of the vehicle deviates from the expected yaw rate, the rear wheel steering angle is adjusted in real time independently of the front wheels to achieve closed-loop control of the vehicle's yaw rate, so that the vehicle can achieve the expected steering in wet, high-speed, low-speed and other working conditions, thereby improving handling stability.

[0041] In particular, for low-adhesion roads and high-low-adhesion roads, even if the driver does not turn the steering wheel (not turning the steering wheel means that the driver is very likely to intend to drive in a straight line), the vehicle may slip and deviate from the straight line due to the slippery road surface and the different adhesion of the roads on both sides, and the vehicle may even push its nose and drift out of stability. In this case, the technical solution of the present invention can also be applied. At this time, the expected yaw angular velocity and the expected sideslip angle of the center of mass are both zero. The control output of the rear wheel turning angle is achieved through feedback control based on the expected yaw angular velocity and feedforward control based on the expected sideslip angle of the center of mass, so that the vehicle can maintain straight driving on low-adhesion roads and high-low-adhesion roads, avoid vehicle instability, and greatly reduce the burden on the driver to correct the steering wheel.

[0042] like Figure 3 and Figure 4 As shown, the second aspect of the present invention provides a vehicle driving stability control device, comprising: a first acquisition module 41, at least for acquiring and based on the desired yaw angular velocity of the vehicle And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB; The second acquisition module 42 is at least used to acquire and calculate the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF; The output module 43 is at least used for feedback control amount δ based on the rear wheel steering angle R _FB and the feedforward control value of the rear wheel steering angle δ R _FF, get the rear wheel steering angle output δ R =δ R _FB+δ R _FF.

[0043] In one embodiment of the present invention, the first acquisition module 41 further includes an expected yaw rate acquisition module 411, and the expected yaw rate acquisition module 411 is at least used to acquire the vehicle speed v x , front wheel turning angle δ F and the initial rear wheel turning angle δ R _init; Calculate the expected yaw rate of the vehicle in steady state using a two-degree-of-freedom vehicle dynamics model Among them, K and L are the vehicle size constant and tire constant respectively.

[0044] In one embodiment of the present invention, the desired yaw rate acquisition module 411 further includes an initial rear wheel angle acquisition module 4111, which is at least used to acquire and set the initial rear wheel angle δ under each driving condition based on the steering wheel angle, vehicle speed and road adhesion coefficient. R _init.

[0045] In an embodiment of the present invention, the first acquisition module 41 further includes an actual yaw rate acquisition module 412. The actual yaw rate acquisition module 412 is at least used to obtain the actual yaw rate of the vehicle by measuring with a yaw rate sensor of the vehicle.

[0046] In one embodiment of the present invention, the first acquisition module 41 is specifically used for: Get the desired yaw rate of the vehicle and the actual yaw rate; Compare the desired yaw rate of the vehicle The deviation between the actual yaw rate and Based on the deviation, the actual yaw rate is closed-loop controlled to obtain the feedback control value δ of the rear wheel steering angle R _FB.

[0047] Here, the present invention adjusts the rear-wheel steering system decoupled from the front-wheel steering system to make the vehicle generate additional lateral movement and yaw movement, dynamically adjusts the rear wheel steering angle, and implements closed-loop control of the vehicle's yaw angular velocity, so that the steering characteristics of the vehicle always meet driving expectations during driving. Since this technical solution only implements vehicle stability control by adjusting the rear wheel steering angle, it avoids the problems of power and vehicle speed reduction caused by ESP braking wheels, and this solution is a "combined feedforward and feedback" closed-loop control solution, which avoids obvious driving perception caused by intervention after the ESP solution becomes unstable.

[0048] In addition, the present invention is different from the principle of braking the wheels when ESP intervenes. It achieves handling stability by controlling the rear wheel angle while still ensuring that the vehicle's power is not reduced, and the driving experience is more natural.

[0049] like Figure 5 As shown, the third aspect of the present invention provides an electronic device, including: At least one processor; and at least one memory in communication with the processor, wherein: the memory stores program instructions that can be executed by the processor, and the processor calls the program instructions to execute the steps of the method described in any one of the above embodiments.

[0050] A fourth aspect of the present invention discloses a readable storage medium storing a computer program, wherein the computer program is executed by a processor to perform the steps of the method described in any one of the above embodiments.

[0051] Computer-readable storage media may include: any entity or device capable of carrying a computer program, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), and a software distribution medium, etc. A computer program includes a computer program code. The computer program code may be in source code form, object code form, an executable file, or some intermediate form, etc. A computer-readable storage medium may include: any entity or device capable of carrying a computer program code, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), and a software distribution medium, etc.

[0052] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present invention includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present invention belong.

[0053] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus or device (such as a computer-based system, a system including a processing module, or other system that can fetch instructions from an instruction execution system, apparatus or device and execute instructions), or used in combination with these instruction execution systems, apparatuses or devices.

[0054] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle driving stability control method, characterized in that: include: Get and based on the desired yaw rate of the vehicle And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB; Get and according to the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF; Feedback control quantity δ based on rear wheel steering angle R _FB and the feedforward control value of the rear wheel steering angle δ R _FF, get the rear wheel steering angle output δ R =δ R _FB+δ R _FF.

2. The vehicle driving stability control method according to claim 1, characterized in that: Get the desired yaw rate of the vehicle include: Get vehicle speed v x , front wheel turning angle δ F and the initial rear wheel turning angle δ R _init; Calculate the expected yaw rate of the vehicle in steady state using a two-degree-of-freedom vehicle dynamics model Among them, K and L are the vehicle size constant and tire constant respectively.

3. The vehicle driving stability control method according to claim 2, characterized in that: Get the initial rear wheel angle δ R _init, including: Obtain and set the initial rear wheel steering angle δ under each driving condition based on the steering wheel angle, vehicle speed and road adhesion coefficient R _init.

4. The vehicle driving stability control method according to claim 1, characterized in that: Get the actual yaw rate of the vehicle, including: The actual yaw rate of the vehicle is measured by the vehicle yaw rate sensor.

5. The vehicle driving stability control method according to claim 1, characterized in that: The acquisition is based on the expected yaw rate of the vehicle And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB, including: Get the desired yaw rate of the vehicle and the actual yaw rate; Compare the desired yaw rate of the vehicle The deviation between the actual yaw rate and Based on the deviation, the actual yaw rate is closed-loop controlled to obtain the feedback control value δ of the rear wheel steering angle R _FB.

6. The vehicle driving stability control method according to claim 1, characterized in that: The acquisition and the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF, including: Based on vehicle speed v x , front wheel turning angle δ F and the road adhesion coefficient to set the expected vehicle body center of mass sideslip angle β under each driving condition; Based on the expected vehicle body center of mass sideslip angle β and the expected yaw rate The fixed mathematical relationship between the two degrees of freedom mathematical model and the feedforward control quantity of the rear wheel angle are obtained.

7. A vehicle driving stability control device, characterized in that: include: A first acquisition module is at least used to acquire and based on the expected yaw rate of the vehicle And the actual yaw rate, get the feedback control value of the rear wheel angle δ R _FB; The second acquisition module is at least used to acquire and calculate the vehicle speed v x , front wheel turning angle δ F and the desired sideslip angle of the center of mass, the feedforward control value δ of the rear wheel steering angle is obtained R _FF; Output module, at least for feedback control quantity δ based on rear wheel steering angle R _FB and the feedforward control value of the rear wheel steering angle δ R _FF, get the rear wheel steering angle output δ R =δ R _FB+δ R _FF.

8. The vehicle driving stability control device according to claim 7, characterized in that: The first acquisition module further includes an expected yaw angular velocity acquisition module, and the expected yaw angular velocity acquisition module is at least used for: Get vehicle speed v x , front wheel turning angle δ F and the initial rear wheel turning angle δ R _init; Calculate the expected yaw rate of the vehicle in steady state using a two-degree-of-freedom vehicle dynamics model Among them, K and L are the vehicle size constant and tire constant respectively.

9. An electronic device, characterized in that: include: at least one processor; And at least one memory communicatively connected to the processor, wherein: the memory stores program instructions executable by the processor, and the processor calls the program instructions to execute the steps of the vehicle driving stability control method as described in any one of claims 1-6.

10. A readable storage medium storing a computer program, characterized in that: The computer program is used by a processor to execute the steps of the vehicle driving stability control method as described in any one of claims 1 to 6.

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