Vehicle stability control method, device and equipment and vehicle

Abstract

The invention discloses a vehicle stability control method, device and equipment and a vehicle, and relates to the technical field of vehicle control, and the vehicle stability control method comprises the steps that in response to triggering of a crosswind stability compensation mechanism of the vehicle, the actual yaw velocity of the vehicle at the running speed and the theoretical yaw velocity of the vehicle at the running speed are obtained; according to the actual yaw velocity and the theoretical yaw velocity, a front wheel compensation angle of the vehicle is determined through a vehicle stability control map; and through the front wheel compensation angle, the front wheel steering angle of the vehicle is compensated to keep the vehicle stable. Therefore, under the condition that a crosswind stability compensation mechanism of the vehicle is triggered, the front wheel compensation angle of the vehicle can be determined through the vehicle stability control mapping graph according to the actual yaw velocity and the theoretical yaw velocity so as to compensate the front wheel steering angle of the vehicle; therefore, the implementation complexity of the vehicle stability control method can be reduced, and the vehicle driving stability is improved.

Description

Technical Field

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

[0002] The vehicle steering system is one of the four major systems of the automobile chassis. After several iterations, it is mainly composed of three parts: steering control mechanism, steering gear, and transmission mechanism. It has gone through several stages of development, including mechanical steering system, hydraulic power steering system, electronic power steering system, electronic hydraulic power steering system, and wire-controlled steering system, and has gradually developed towards integration, electrification, and intelligence.

[0003] In related technologies, vehicle stability control technologies applied to steer-by-wire systems (i.e., active front-wheel steering) include proportional-integral-differential controllers, collaborative controllers, neural networks, or sliding mode control. The above control methods are relatively complex to implement, which in turn has a certain impact on the stability of vehicle driving. Summary of the Invention

[0004] The main purpose of the embodiments of the present application is to provide a vehicle stability control method, device, equipment and vehicle, aiming to reduce the complexity of implementing the vehicle stability control method and further improve the stability of vehicle driving.

[0005] To achieve the above objectives, one aspect of an embodiment of the present application provides a vehicle stability control method, comprising the following steps:

[0006] In response to triggering a sidewind stability compensation mechanism of the vehicle, obtaining an actual yaw rate of the vehicle at a driving speed and a theoretical yaw rate of the vehicle at a driving speed;

[0007] determining a front wheel compensation angle of the vehicle according to the actual yaw rate and the theoretical yaw rate through a vehicle stability control map;

[0008] The front wheel steering angle of the vehicle is compensated by the front wheel compensation angle.

[0009] In some embodiments, the vehicle stability control map includes a yaw rate difference and a compensation wheel angle map, and determining the front wheel compensation angle of the vehicle using the vehicle stability control map includes:

[0010] The front wheel compensation angle of the vehicle is determined by using the yaw rate difference and the compensation wheel angle mapping.

[0011] In some embodiments, the yaw rate difference and compensated wheel angle mapping is determined by the following steps:

[0012] determining a first mapping relationship based on a theoretical vehicle model, wherein the first mapping relationship is used to represent a mapping relationship between a theoretical yaw rate and a steering wheel angle;

[0013] determining a second mapping relationship according to the first mapping relationship, wherein the second mapping relationship is used to represent a mapping relationship between the yaw rate difference and the compensation rack displacement;

[0014] The yaw rate difference and compensated wheel angle mapping diagram is determined by the second mapping relationship.

[0015] In some embodiments, determining the yaw rate difference and compensated wheel angle mapping using the second mapping relationship includes:

[0016] Obtaining a corresponding relationship between the compensation rack displacement and the compensation wheel angle;

[0017] The yaw rate difference and the compensated wheel angle mapping diagram is determined according to the correspondence between the compensated rack displacement and the compensated wheel angle in combination with the second mapping relationship.

[0018] In some embodiments, determining the second mapping relationship according to the first mapping relationship includes:

[0019] determining, according to the first mapping relationship, a first steering wheel angle corresponding to the first yaw angular velocity and a second steering wheel angle corresponding to the second yaw angular velocity;

[0020] determining a first difference between the first yaw rate and the second yaw rate and a second difference between the first steering wheel angle and the second steering wheel angle;

[0021] Obtain the yaw rate difference according to the first difference, and determine the compensation rack displacement according to the second difference;

[0022] A second mapping relationship is determined based on the yaw rate difference and the compensated rack displacement.

[0023] In some embodiments, determining the front wheel compensation angle of the vehicle according to the actual yaw rate and the theoretical yaw rate using a vehicle stability control map includes:

[0024] determining a third difference between the actual yaw rate and the theoretical yaw rate;

[0025] A front wheel compensation angle of the vehicle is determined using the vehicle stability control map according to the third difference.

[0026] In some embodiments, determining the front wheel compensation angle of the vehicle using the vehicle stability control map according to the third difference includes:

[0027] When the third difference is greater than or equal to a preset threshold, searching the vehicle stability control map for a compensation amount that can represent a front wheel compensation angle of the vehicle according to the third difference;

[0028] A front wheel compensation angle of the vehicle is determined according to the compensation amount.

[0029] In some embodiments, after determining the front wheel compensation angle of the vehicle according to the actual yaw rate and the theoretical yaw rate using a vehicle stability control map, the method further includes:

[0030] A proportional factor is obtained, and the front wheel compensation angle is adjusted according to the proportional factor.

[0031] In some embodiments, adjusting the front wheel compensation angle by the proportional factor includes:

[0032] A product of the proportional factor and the front wheel compensation angle is determined, and the product is set as the adjusted front wheel compensation angle.

[0033] In some embodiments, the scaling factor is determined by:

[0034] The scaling factor is determined according to a driving mode of the vehicle.

[0035] In some embodiments, determining the scaling factor according to the driving mode of the vehicle includes:

[0036] If the driving mode of the vehicle is a normal mode, the proportional factor is set to a reference value.

[0037] In some embodiments, determining the scaling factor according to the driving mode of the vehicle further includes:

[0038] If the driving mode of the vehicle is the comfort mode, the reference value is increased, and the increased reference value is set as the proportional factor.

[0039] In some embodiments, determining the scaling factor according to the driving mode of the vehicle further includes:

[0040] If the driving mode of the vehicle is the track mode, the reference value is reduced, and the reduced reference value is set as the proportional factor.

[0041] In some embodiments, the vehicle's side wind stability compensation mechanism is triggered by the following steps:

[0042] Obtaining the driving speed of the vehicle;

[0043] When the driving speed is greater than or equal to a preset value, a side wind stability compensation mechanism of the vehicle is triggered.

[0044] In some embodiments, the theoretical yaw rate of the vehicle is determined by:

[0045] The theoretical yaw rate of the vehicle is determined by a theoretical vehicle model.

[0046] To achieve the above objectives, another aspect of the present application provides a vehicle stability control device, the vehicle stability control device comprising:

[0047] an acquisition module, configured to acquire, in response to triggering a side wind stability compensation mechanism of the vehicle, an actual yaw angular velocity of the vehicle at a driving speed and a theoretical yaw angular velocity of the vehicle at a driving speed;

[0048] a determination module, configured to determine a front wheel compensation angle of the vehicle according to the actual yaw rate and the theoretical yaw rate through a vehicle stability control map;

[0049] The compensation module is used to compensate the front wheel steering angle of the vehicle through the front wheel compensation angle to maintain vehicle stability.

[0050] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application provides an electronic device, which includes a memory and a processor, wherein the memory stores a computer program, and the processor implements the above-mentioned vehicle stability control method when executing the computer program.

[0051] To achieve the above objectives, another aspect of the embodiments of the present application provides a vehicle, which performs vehicle stability control through the vehicle stability control method as described in the above embodiments, the vehicle stability control device as described in the above embodiments, or the electronic device as described in the above embodiments.

[0052] The embodiments of the present application include at least the following beneficial effects:

[0053] The present application provides a vehicle stability control method, apparatus, device, and vehicle. In an embodiment of the present application, first, in response to triggering a crosswind stability compensation mechanism of a vehicle, the actual yaw rate of the vehicle at the driving speed and the theoretical yaw rate of the vehicle at the driving speed are obtained. Then, the front wheel compensation angle of the vehicle is determined based on the actual yaw rate and the theoretical yaw rate through a vehicle stability control map. Finally, the front wheel steering angle of the vehicle is compensated based on the front wheel compensation angle to maintain vehicle stability. In this way, when the crosswind stability compensation mechanism of the vehicle is triggered, the front wheel compensation angle of the vehicle can be determined based on the actual yaw rate and the theoretical yaw rate through the vehicle stability control map to compensate for the front wheel steering angle of the vehicle, thereby reducing the complexity of the vehicle stability control method and improving the driving stability of the vehicle.

[0054] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0056] Figure 1 is a flow chart of a vehicle stability control method provided by some embodiments of the present application;

[0057] Figure 2 is another flow chart of a vehicle stability control method provided by some embodiments of the present application;

[0058] Figure 3 is another flow chart of a vehicle stability control method provided by some embodiments of the present application;

[0059] Figure 4 is a schematic block diagram of a module of a vehicle stability control device provided by some embodiments of the present application;

[0060] Figure 5 This is a schematic diagram of the hardware structure of an electronic device provided in some embodiments of the present application. DETAILED DESCRIPTION

[0061] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the reference to "embodiment" in this article means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are merely examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the appended claims.

[0062] It will be understood that the terms "first", "second", etc. used in this application may be used herein to describe various concepts, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0063] The terms "at least one", "plurality", "each", "any", etc. used in this application include "at least one", "two" or more, "plurality" or "each", "any" or "any one", "each" or "any one" as used herein.

[0064] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0065] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0066] In order to make the inventive concept of the present application easy to understand, before explaining the embodiments of the present application in detail, the English abbreviations (terms) / related concepts involved in the embodiments of the present application are first explained. The English abbreviations (terms) / related concepts involved in the embodiments of the present application are subject to the following explanations.

[0067] Front-wheel steer-by-wire (SWI), also known as active front steering, is an advanced automotive steering technology that electronically controls the front wheels to assist in steering, improving vehicle handling and stability. Crosswinds can cause vehicle instability, impacting safety and comfort. Therefore, developing effective crosswind stability compensation control strategies is crucial for improving vehicle performance.

[0068] A two-degree-of-freedom vehicle model is a mathematical model used to simulate the dynamic behavior of a vehicle during straight-line driving. This model primarily considers the vehicle's motion in two degrees of freedom: lateral and yaw. By mathematically describing these two degrees of freedom, performance indicators such as vehicle stability, handling, and ride comfort can be analyzed during driving.

[0069] Automotive steer-by-wire technology eliminates mechanical connections like the intermediate shaft and steering column. Instead, the steering wheel transmits electrical signals to the steering motor, which then steers the vehicle. This electrical signal then transmits road feel back to the steering motor, simulating feedback such as steering wheel force. Because steer-by-wire technology lacks mechanical connections, the vehicle's steering system can freely design gear ratios based on specific needs, and the front wheels can be actively steered based on design strategies, thereby improving vehicle handling stability.

[0070] The vehicle steering system is one of the four major systems of the automobile chassis. After several iterations, it is mainly composed of three parts: steering control mechanism, steering gear, and steering transmission mechanism. It has gone through several stages of development, including mechanical steering system, hydraulic power steering system, electronic power steering system, electronic hydraulic power steering system, and wire-controlled steering system, and has gradually developed towards integration, electrification, and intelligence.

[0071] In the related technologies, some vehicle stability control technologies applied to steer-by-wire systems (i.e., active front-wheel steering) are based on a collaborative controller to control the target yaw rate and target compensation torque. According to the preset conditions of yaw rate and compensation torque, the steer-by-wire controller and the drive / brake controller control the front and rear wheel angles and yaw torque; some are based on a fuzzy adaptive PID control system, which compares the current state of the vehicle with the target route to obtain the vehicle's yaw rate and the sideslip angle error of the center of mass, and controls the vehicle's angle to control the lateral force of the tire, so that the vehicle has a certain anti-interference ability against crosswinds and improves the vehicle's driving stability; some are based on obtaining the vehicle's driving state information, and then determining the crosswind motion information, including a series of parameters such as crosswind speed and lateral acceleration error, to compensate for the wheel angle and improve the vehicle's stability; and some are based on real-time acquisition of the vehicle's driving state information. Steering wheel angle and lateral acceleration values ​​are used to calculate the current vehicle yaw rate in real time. The current yaw rate is compared with the vehicle's maximum and minimum yaw rates to determine whether the vehicle is oversteering or understeering. The steering wheel is then deflected to generate a corrective torque to ensure vehicle tracking and stability. Other methods utilize vehicle data such as longitudinal acceleration, steering wheel angle, lateral acceleration, and center of mass slip angle, clustering attribute data sets using a "fast search and density peak algorithm." This clustered data set is then used to train an "extension neural network" recognition algorithm to achieve control of the vehicle's lateral stability. Still others utilize the combined deviation between the vehicle's two-degree-of-freedom model and the actual vehicle's yaw rate and center of mass slip angle, which is then incorporated into the first-order derivative of the sliding mode switching function to calculate the required wheel angle and maintain vehicle stability. These vehicle stability control methods are complex to implement and lack responsiveness, which can negatively impact vehicle stability.

[0072] In view of this, the present application proposes a vehicle stability control method, device, equipment and vehicle. This solution obtains the actual yaw rate of the vehicle at the driving speed and the theoretical yaw rate of the vehicle at the driving speed in response to triggering the vehicle's crosswind stability compensation mechanism. Then, the vehicle's front wheel compensation angle is determined based on the actual yaw rate and the theoretical yaw rate through a vehicle stability control map. Finally, the front wheel steering angle of the vehicle is compensated based on the front wheel compensation angle to maintain vehicle stability. In this way, when the vehicle's crosswind stability compensation mechanism is triggered, the vehicle's front wheel compensation angle can be determined based on the actual yaw rate and the theoretical yaw rate through the vehicle stability control map to compensate for the vehicle's front wheel steering angle. This can reduce the complexity of the vehicle stability control method and thus improve the vehicle's driving stability.

[0073] The method provided in the embodiment of the present application can be applied to the electronic device provided in the embodiment of the present application, wherein the electronic device can be an electronic control unit (ECU).

[0074] ECU, short for Electronic Control Unit, is the central processing unit used to control and regulate electronic systems in modern cars and many other types of mechanical equipment. In the automotive field, ECUs are highly specialized computers that receive input signals from various sensors, process them, and then control actuators (such as valves and motors) to perform the corresponding operations. Modern cars may have dozens or even hundreds of ECUs, which communicate with each other via complex networks such as the CAN bus.

[0075] The vehicle stability control method provided in the embodiments of the present application can be used for vehicle stability control to offset side winds, for vehicle stability control on irregular roads, and for vehicle stability control in emergency avoidance, dense traffic environments, extreme weather, or high-speed driving.

[0076] The above is an introduction to the implementation environment of the embodiments of the present application.

[0077] The following describes in detail the implementation steps of a vehicle stability control method provided by an embodiment of the present application with reference to the accompanying drawings.

[0078] Please refer to Figure 1 , Figure 1 Flowcharts of vehicle stability control methods provided for some embodiments of the present application. It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system, such as a set of computer-executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be performed in a different order than that shown.

[0079] The method of the embodiment of the present application includes the following steps:

[0080] Step 101: In response to triggering a crosswind stability compensation mechanism of the vehicle, obtaining an actual yaw rate of the vehicle at a driving speed and a theoretical yaw rate of the vehicle at a driving speed;

[0081] Step 102: Determine the front wheel compensation angle of the vehicle according to the actual yaw rate and the theoretical yaw rate using a vehicle stability control map;

[0082] Step 103: Compensate the front wheel steering angle of the vehicle through the front wheel compensation angle to maintain vehicle stability.

[0083] In steps 101 to 103 shown in the embodiment of the present application, when the vehicle's crosswind stability compensation mechanism is triggered, the vehicle's front wheel compensation angle can be determined based on the actual yaw angular velocity and the theoretical yaw angular velocity through the vehicle stability control map to compensate for the vehicle's front wheel steering angle, thereby reducing the complexity of the vehicle stability control method and improving the vehicle's driving stability.

[0084] The specific implementation methods of the above steps are introduced below.

[0085] In step 101 , in response to triggering a crosswind stability compensation mechanism of a vehicle, an actual yaw rate of the vehicle at a driving speed and a theoretical yaw rate of the vehicle at a driving speed are obtained.

[0086] Alternatively, the vehicle's speed can be used as a triggering condition for the vehicle's crosswind stability compensation mechanism. Since vehicles are generally more susceptible to crosswind interference when traveling at high speeds, the crosswind stability compensation mechanism is often activated only when the vehicle reaches a certain speed.

[0087] For example, the vehicle's driving speed can be acquired and determined. If the speed is greater than or equal to a preset value, the vehicle's crosswind stability compensation mechanism is triggered. The vehicle's driving speed can be acquired in real time or at reasonable intervals. The speed acquisition period can be flexibly set based on the acquired speed data. For example, when the acquired driving speed is significantly below the preset value, the speed acquisition period can be appropriately extended to conserve computing resources in the vehicle. When the acquired driving speed is close to the preset value, the speed acquisition period can be appropriately reduced to timely determine the acquired driving speed and trigger the vehicle's crosswind stability compensation mechanism, thereby ensuring stable driving and improving vehicle safety. The preset value can be flexibly set based on specific vehicle conditions and is not limited in this application. For example, the preset value can be set to 60 km / h. That is, when the acquired vehicle speed is greater than or equal to 60 km / h, the vehicle's crosswind stability compensation mechanism is triggered and activated.

[0088] Optionally, crosswind detection can be used as a trigger condition for the vehicle's crosswind stability compensation mechanism. When sensors on the vehicle (such as a crosswind sensor, a body posture sensor, a steering sensor, etc.) detect that the vehicle is affected by crosswind, specifically when the detected crosswind speed exceeds a certain threshold, the vehicle's crosswind stability compensation mechanism is triggered to maintain stable driving.

[0089] Alternatively, the vehicle's dynamic response can be used as a triggering condition for the vehicle's crosswind stability compensation mechanism. If the vehicle's dynamic response (such as body offset, wheel speed difference, etc.) exceeds a system-preset threshold, for example, if the vehicle's yaw rate exceeds a system-set limit, the vehicle's crosswind stability compensation mechanism is triggered to maintain vehicle stability.

[0090] Optionally, the driver's steering operation can be used as a trigger condition for triggering the vehicle's crosswind stability compensation mechanism. For example, if the vehicle system detects that the driver is counteracting vehicle deviation caused by crosswind, specifically, when the driver performs a rapid or large steering operation, the system may determine that this is to counteract crosswind. In conjunction with the lateral acceleration detection result, the vehicle's crosswind stability compensation mechanism may be activated to assist the driver in controlling the vehicle.

[0091] In some embodiments of the present application, if the vehicle's stability control system (such as ESC, ESP, etc.) has been activated, the side wind stability compensation mechanism may work in conjunction with it.

[0092] It should be understood that the triggering conditions of the vehicle's crosswind stability compensation mechanism may vary depending on the manufacturer's design and the sensors equipped on the vehicle. This application will not elaborate on this.

[0093] A vehicle's yaw rate describes the speed at which the front end of the vehicle rotates relative to the rear end. It can also refer to the speed at which the vehicle rotates about a vertical axis (usually an axis passing through the vehicle's center of mass). It's typically measured in radians per second (rad / s). A positive yaw rate indicates that the front end of the vehicle is rotating to the left relative to the rear end (counterclockwise from the driver's perspective). A negative yaw rate indicates that the front end of the vehicle is rotating to the right relative to the rear end (clockwise from the driver's perspective).

[0094] A vehicle's yaw rate is an important parameter for measuring its dynamic behavior. Therefore, it can be used as a key parameter in vehicle stability control. Specifically, it can be used to counteract crosswinds, control stability on irregular roads, and manage emergency maneuvers, dense traffic, extreme weather conditions, or during high-speed driving.

[0095] The vehicle's actual yaw rate at driving speed can be measured using a gyroscope or inertial measurement unit (IMU), which are sensors that can accurately detect the vehicle's rotational motion in three-dimensional space.

[0096] Specifically, a gyroscope is a sensor that can detect rotational motion. In a vehicle, a gyroscope can measure the vehicle's rotational speed around a vertical axis, i.e., the yaw rate. The gyroscope can be a traditional mechanical gyroscope or a modern micro-electromechanical system (MEMS) gyroscope, and this application does not impose any restrictions on this. An IMU is a device that integrates an accelerometer, a gyroscope, and other possible sensors (such as a magnetometer) and can be used to measure the motion state of an object in three-dimensional space. Therefore, an IMU can be used to measure the yaw rate of a vehicle.

[0097] The theoretical yaw rate of a vehicle at its driving speed can be estimated using a vehicle dynamics model (theoretical vehicle model). By establishing a vehicle dynamics model, the theoretical yaw rate corresponding to the vehicle speed can be derived.

[0098] The vehicle's dynamic model can be a two-degree-of-freedom model, a three-degree-of-freedom model, or a whole vehicle model, and this application does not impose any restrictions on this.

[0099] The theoretical yaw rate corresponding to the vehicle speed can be used to solve the vehicle's dynamic model with the help of computer simulation software (such as MATLAB / Simulink), thereby obtaining the vehicle's yaw rate response under specific control input (set vehicle speed).

[0100] The embodiment of the present application obtains the actual yaw angular velocity of the vehicle at the driving speed and the theoretical yaw angular velocity of the vehicle at the driving speed in response to triggering the vehicle's sidewind stability compensation mechanism, thereby providing data support for further determining the front wheel compensation angle of the vehicle and compensating the front wheel steering angle of the vehicle to maintain vehicle stability.

[0101] In step 102 , a front wheel compensation angle of the vehicle is determined according to the acquired actual yaw rate and the theoretical yaw rate through a vehicle stability control map.

[0102] In the automotive field, a map can represent a variety of different data sets, which are used to control various performance and systems of the vehicle. Among them, the vehicle stability control map can be used to represent a data set for adjusting the stability of the vehicle under different driving conditions. These data sets may include wheel speed sensor data, steering angle sensor data, lateral acceleration sensor data, yaw rate sensor data, and yaw rate data, etc. The actual yaw rate and theoretical yaw rate obtained can be compared with the data sets in the vehicle stability control map, and the front wheel compensation angle of the vehicle can be further obtained based on the corresponding mapping relationship. For example, based on the mapping relationship between the yaw rate data and the steering angle sensor data in the vehicle stability control map, the front wheel steering angle of the vehicle corresponding to the actual yaw rate and the theoretical yaw rate can be obtained, and the front wheel compensation angle of the vehicle can be further obtained.

[0103] The mapping map is typically stored in the vehicle's electronic control unit (ECU) and uses data collected by sensors to adjust the vehicle's performance. It should be understood that the mapping map is typically created and optimized using software during the vehicle's development and tuning process. Therefore, the embodiments of the present application determine the vehicle's front wheel compensation angle through the vehicle stability control mapping map, and then compensate for the vehicle's front wheel steering angle to maintain vehicle stability. This can simplify the implementation complexity of the vehicle's stability control strategy, increase response speed, and thereby enhance vehicle driving stability.

[0104] In some embodiments, the vehicle stability control map includes a yaw rate difference and compensation wheel angle map, and the front wheel compensation angle of the vehicle can be determined according to the yaw rate difference and compensation wheel angle map.

[0105] It should be understood that the yaw rate difference and compensated wheel angle map is typically stored in the vehicle's electronic control unit (ECU). The yaw rate difference and compensated wheel angle map typically includes differential yaw rate information, vehicle speed information, and compensated wheel angle information. Based on the specific vehicle speed information and differential yaw rate information obtained, the corresponding compensated wheel angle information can be directly retrieved from the yaw rate difference and compensated wheel angle map. The differential yaw rate information can be a yaw rate difference, which can be the difference between an actual yaw rate and a theoretical yaw rate.

[0106] In some embodiments, a method for determining a mapping diagram of a yaw rate difference and a compensated wheel angle may be to determine a first mapping relationship based on a theoretical vehicle model, wherein the first mapping relationship is used to characterize the mapping relationship between a theoretical yaw rate and a steering wheel angle; then, a second mapping relationship is determined based on the first mapping relationship, wherein the second mapping relationship is used to characterize the mapping relationship between the yaw rate difference and the compensated rack displacement; finally, a mapping diagram of a yaw rate difference and a compensated wheel angle is determined through the second mapping relationship.

[0107] For example, a vehicle model can be established to determine the mapping relationship between the theoretical yaw rate and the steering wheel angle, that is, the mapping relationship between the steering wheel angle and the ideal yaw rate of the driver when turning the steering wheel at a set vehicle speed.

[0108] For example, a vehicle dynamics model can be established in Simulink. The vehicle dynamics model can be a two-degree-of-freedom model. Different vehicle speeds are set as inputs. For each vehicle speed, a series of steering wheel angles are set as inputs. The simulation is run, and the ideal yaw rate corresponding to each steering wheel angle is recorded. The data is analyzed to establish the relationship between the steering wheel angle and the ideal yaw rate.

[0109] Table 1 shows an example of a mapping relationship between a theoretical yaw rate and a steering wheel angle.

[0110] Table 1 Theoretical yaw rate and steering wheel angle mapping relationship

[0111]

[0112] In Table 1, the first row shows the steering wheel angle, which ranges from -100° to 100° in 10° increments. The first column shows the speed, expressed in kilometers per hour, with values ​​of 0, 20, 40, 60, 80, 100, 120, and 140. The middle data represents the ideal yaw rate for the driver's steering, expressed in degrees per second. It can be seen that negative steering wheel angles correspond to zero or negative ideal yaw rates, while positive steering wheel angles correspond to zero or positive ideal yaw rates. For a fixed steering wheel angle (non-0°), a higher speed corresponds to a higher absolute value of the corresponding ideal yaw rate. For a fixed vehicle speed (non-0), a higher absolute value of the steering wheel angle corresponds to a higher absolute value of the corresponding ideal yaw rate.

[0113] After determining the mapping relationship between the theoretical yaw rate and the steering wheel angle, the mapping relationship between the yaw rate difference and the compensated rack displacement can be further determined. Then, the yaw rate difference and the compensated wheel angle mapping diagram is determined based on the mapping relationship between the yaw rate difference and the compensated rack displacement.

[0114] In some embodiments of the present application, determining the second mapping relationship based on the first mapping relationship can be to determine a first steering wheel angle corresponding to the first yaw angular velocity and a second steering wheel angle corresponding to the second yaw angular velocity respectively according to the first mapping relationship; then, determine a first difference between the first yaw angular velocity and the second yaw angular velocity and a second difference between the first steering wheel angle and the second steering wheel angle; obtain a yaw angular velocity difference based on the first difference, and determine the compensated rack displacement based on the second difference; and determine the second mapping relationship based on the yaw angular velocity difference and the compensated rack displacement.

[0115] For example, as shown in Table 1, the corresponding steering wheel angle can be searched for based on the two ideal yaw angular velocities obtained, respectively, through Table 1. It should be understood that when determining the mapping relationship, the vehicle speed can be fixed and used as one dimension of the mapping relationship, i.e., the speed dimension, and then the corresponding mapping relationship is established based on the fixed vehicle speed. Further, the difference between the two ideal yaw angular velocities obtained is calculated (a first difference), and this difference is used as another dimension, i.e., the yaw angular velocity difference. Correspondingly, the difference between the steering wheel angles is calculated (a second difference). It should be understood that for a fixed steering system, the steering wheel angle and the rack displacement are in a one-to-one correspondence. Therefore, the compensation value of the rack displacement, i.e., the compensated rack displacement, can be obtained by the difference between the steering wheel angles, thereby obtaining the mapping relationship between the yaw angular velocity difference and the compensated rack displacement.

[0116] Table 2 shows an example of a mapping relationship between the yaw rate difference and the compensation rack displacement.

[0117] Table 2 Mapping relationship between yaw rate difference and compensation rack displacement

[0118]

[0119] In Table 2, the first row shows the differential yaw rate, which ranges from -5 to 5, with intervals of 0.5. The first column shows the speed, expressed in kilometers per hour, with values ​​of 0, 20, 40, 60, 80, 100, 120, and 140. The middle data represents the compensated rack displacement, expressed in millimeters. It can be seen that when the differential yaw rate is negative, the corresponding compensated rack displacement is 0 or negative; when the differential yaw rate is positive, the corresponding compensated rack displacement is 0 or positive. For a fixed differential yaw rate (non-0°), the greater the speed, the smaller the absolute value of the corresponding compensated rack displacement. For a fixed vehicle speed (non-0), the greater the absolute value of the differential yaw rate, the greater the absolute value of the corresponding compensated rack displacement.

[0120] In some embodiments of the present application, the yaw rate difference and the compensated wheel angle mapping are determined by the mapping relationship between the yaw rate difference and the compensated rack displacement. The corresponding relationship between the compensated rack displacement and the compensated wheel angle is obtained, and then the yaw rate difference and the compensated wheel angle mapping are determined based on the corresponding relationship between the compensated rack displacement and the compensated wheel angle in combination with a second mapping relationship.

[0121] It should be understood that the relationship between rack displacement and wheel angle can be determined by the vehicle's steering system. In a car's steering system, steering wheel rotation is converted into linear displacement of the rack through the steering column and steering gear (rack and pinion type or recirculating ball type, etc.), and then converted into the wheel angle. In a rack and pinion steering system, there is an approximately linear proportional relationship between the displacement of the rack and the wheel angle. This means that for every certain distance the rack moves, the wheel will produce a corresponding fixed angle. It should be understood that different vehicles may have different steering system designs, so the relationship between rack displacement and wheel angle will also be different. For example, some high-performance vehicles may have a faster steering ratio, which means that a smaller steering wheel rotation will produce a larger wheel angle.

[0122] Therefore, after determining the correspondence between rack displacement and wheel angle, the correspondence between compensated rack displacement and compensated wheel angle can be directly obtained. Then, combined with the mapping relationship between yaw rate difference and compensated rack displacement, the mapping diagram of yaw rate difference and compensated wheel angle can be directly obtained.

[0123] The embodiment of the present application determines a first mapping relationship through a theoretical vehicle model, then determines a second mapping relationship based on the first mapping relationship, and finally determines a yaw rate difference and a compensating wheel angle mapping diagram through the second mapping relationship, thereby establishing a clear correspondence between the yaw rate difference and the compensating wheel angle. After knowing the yaw rate difference, the compensating wheel angle can be directly, conveniently and quickly obtained based on the correspondence, and then the front wheel steering angle of the vehicle is compensated to maintain vehicle stability, further simplifying the implementation complexity of the vehicle's stability control strategy, improving the response speed, and enhancing the vehicle's driving stability.

[0124] In some embodiments of the present application, a difference (third difference) between an actual yaw rate and a theoretical yaw rate may be determined, and a front wheel compensation angle of the vehicle may be determined based on the difference using a vehicle stability control map. Specifically, the front wheel compensation angle of the vehicle may be determined based on the difference using a yaw rate difference and compensation wheel angle map.

[0125] It should be understood that the yaw rate difference and the compensating wheel angle mapping diagram establishes a clear correspondence between the yaw rate difference and the compensating wheel angle. Therefore, after determining the third difference, the vehicle's front wheel compensation angle (compensating wheel angle) can be directly found through the correspondence between the yaw rate difference and the compensating wheel angle.

[0126] In some embodiments of the present application, determining the front wheel compensation angle of the vehicle based on the third difference using the vehicle stability control map may also require that certain conditions be met. For example, if the third difference is greater than or equal to a preset threshold, the vehicle stability control map is searched for a compensation amount representative of the front wheel compensation angle of the vehicle based on the third difference; and the front wheel compensation angle of the vehicle is determined based on the compensation amount. The preset threshold value can be flexibly set based on specific vehicle conditions and is not limited in this application.

[0127] For example, if the third difference is greater than or equal to a preset threshold, when the vehicle stability control map includes a second mapping relationship (a mapping relationship between the yaw rate difference and the compensation rack displacement), the corresponding compensation rack displacement can be searched in the second mapping relationship based on the third difference, and the front wheel compensation angle of the vehicle can be determined by the compensation rack displacement.

[0128] For example, if the third difference is greater than or equal to a preset threshold, when the vehicle stability control map includes a yaw rate difference and a compensation wheel angle map, the corresponding compensation wheel angle can be directly searched in the yaw rate difference and the compensation wheel angle map based on the third difference to obtain the front wheel compensation angle of the vehicle.

[0129] The embodiment provided in the present application determines the front wheel compensation angle of the vehicle based on the actual yaw rate and theoretical yaw rate obtained through a vehicle stability control map. The front wheel compensation angle of the vehicle can be obtained directly or indirectly by searching the map, thereby simplifying the implementation complexity of the vehicle stability control strategy.

[0130] In some embodiments of the present application, after determining the front wheel compensation angle of the vehicle, a scaling factor may be further obtained and used to adjust the front wheel compensation angle. Specifically, the product of the scaling factor and the front wheel compensation angle may be used to set the adjusted front wheel compensation angle.

[0131] The above-mentioned proportional factors can be set by the driver himself or in conjunction with the vehicle's driving mode.

[0132] For example, by selecting a corresponding menu through the user interface provided by the vehicle, the scaling factor setting interface can be displayed. The user can set the scaling factor through the setting interface. If the user does not specifically set the scaling factor, the scaling factor can remain at the default value, which may be 1. It should be understood that the scaling factor setting has a range to ensure vehicle stability and safety. In other words, the user can only set the scaling factor within a certain range of values. If the set value exceeds the set range, a warning will be issued and the setting will not take effect.

[0133] The scaling factor can be set according to different vehicle positioning and different driving models.

[0134] For example, if the vehicle's driving mode is normal mode, the proportional factor can be set as a baseline value; if the vehicle's driving mode is comfort mode, the baseline value can be increased and the increased baseline value can be set as the proportional factor; if the vehicle's driving mode is track mode, the baseline value can be reduced and the reduced baseline value can be set as the proportional factor.

[0135] For example, when the proportional factor is set to 1, the vehicle's driving mode is Normal mode. In this mode, the vehicle can still feel lateral interference, but it is not strong. When the proportional factor is set to 1.25, the vehicle is in Comfort mode. In this mode, the front wheel angle compensation is larger. When the wheel is subjected to lateral interference, the compensation amount is greater, the driver's perception of lateral interference is very small, and the vehicle is more stable. It should be understood that the proportional factor has an upper limit and cannot be too large, otherwise it will cause excessive compensation and cause vehicle instability. When the proportional factor is set to 0.75, it is Track mode. The proportional factor is set relatively small, which has a certain compensation effect while making the driver more aware of lateral interference. The driver can clearly understand the vehicle's state when subjected to lateral interference and facilitate rapid response.

[0136] The embodiment provided in the present application adjusts the front wheel compensation angle through a proportional factor, and then when compensating the front wheel steering angle of the vehicle, it is possible to achieve vehicle stability compensation effects for different vehicle positioning and driving modes. By adjusting the proportional factor according to different driving modes and user groups, it is possible to achieve personalized vehicle stability compensation effects, thereby meeting personalized demand settings and further improving the driving experience.

[0137] In step 103, the front wheel steering angle of the vehicle is compensated by the front wheel compensation angle to maintain vehicle stability.

[0138] After obtaining the front wheel compensation angle, the front wheels can be steered using the electronic control unit (ECU) and actuators, which include an electric motor and related mechanical mechanisms that generate actual steering movements based on the ECU's instructions.

[0139] By compensating the vehicle's front wheel steering angle, the driver's steering effort is reduced, making steering easier. This makes steering easier, especially at low speeds. It also improves steering response, making steering quicker and more precise, enhancing handling and driving pleasure. At high speeds or when making sharp turns, front wheel angle compensation helps maintain vehicle stability, reduces body roll, and improves driving safety. When the vehicle accurately responds to the driver's intentions, it increases driver confidence. When navigating uneven surfaces, front wheel angle compensation helps the vehicle better adapt to road conditions, reducing impact on the driver.

[0140] Please refer to Figure 2 , Figure 2 is another flow chart of the vehicle stability control method provided in some embodiments of the present application. Figure 2 In the process, the steering wheel angle and vehicle speed are obtained and input into the ideal two-degree-of-freedom vehicle model and the actual two-degree-of-freedom vehicle model, respectively, to obtain the theoretical yaw rate and the actual yaw rate. The difference between the theoretical and actual yaw rates is calculated, and the front wheel angle, i.e., the front wheel compensation angle of the vehicle, is obtained from the yaw rate difference and the compensation wheel angle mapping. A scaling factor is then determined based on the driving mode, and the front wheel compensation angle is adjusted based on the scaling factor to compensate for the front wheel steering angle. The compensated front wheel steering angle is then input into the actual two-degree-of-freedom vehicle model to further output the actual yaw rate. The actual two-degree-of-freedom vehicle model is also affected by crosswind disturbances.

[0141] The following describes the solution of the embodiment of the present invention in detail with reference to specific application examples:

[0142] In an embodiment of the present application, a vehicle stability control method is provided. The method is used for vehicle stability control to offset side winds, and can also be used for vehicle stability control on irregular roads, and can also be used for vehicle stability control in emergency avoidance, dense traffic environments, extreme weather or high-speed driving.

[0143] Specifically, see Figure 3 , Figure 3 This is another flow chart of the vehicle stability control method provided by some embodiments of the present application. Figure 3 In the case of vehicle speed greater than or equal to 60 km / h, the crosswind stability compensation strategy will be triggered; when the vehicle speed is less than 60 km / h, the crosswind stability compensation strategy will not work.

[0144] It should be understood that the triggering conditions for the vehicle's crosswind stability compensation strategy may include multiple conditions, and vehicle speed is only one of them. Others include, for example, crosswind detection, vehicle dynamic response, or driver's steering operation.

[0145] After the crosswind stability compensation strategy is triggered, it is detected whether the difference between the actual vehicle yaw rate and the theoretical vehicle yaw rate is greater than or equal to the set threshold. If the difference between the actual vehicle yaw rate and the theoretical vehicle yaw rate is greater than or equal to the set threshold, a corresponding mapping map can be searched. The corresponding mapping map can be a yaw rate difference and compensated wheel angle mapping map. The front wheel compensation angle of the vehicle is obtained according to the mapping map, and the proportional factor can be further determined according to the driving mode. The front wheel compensation angle is adjusted according to the proportional factor, and the wheel angle is compensated according to the adjusted compensation angle. After that, it is detected again whether the difference between the actual vehicle yaw rate and the theoretical vehicle yaw rate is greater than or equal to the set threshold. If the difference between the actual vehicle yaw rate and the theoretical vehicle yaw rate is less than the set threshold, it is detected whether the vehicle speed is greater than or equal to 60 kilometers per hour. If the vehicle speed is less than 60 kilometers per hour, no crosswind stability compensation is performed.

[0146] The above is an introduction to an implementation method of a vehicle stability control method provided in an embodiment of the present application.

[0147] The implementation of the vehicle stability control device provided by the embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0148] Regarding the vehicle stability control method provided in the above embodiment, the embodiment of the present application further provides a vehicle stability control device 400 for implementing the above method, such as Figure 4 As shown, Figure 4 This is a schematic block diagram of a vehicle stability control device according to an embodiment of the present application. The vehicle stability control device 400 includes:

[0149] an acquisition module 401 for acquiring an actual yaw rate of the vehicle at a driving speed and a theoretical yaw rate of the vehicle at a driving speed in response to triggering a sidewind stability compensation mechanism of the vehicle;

[0150] a determination module 402 for determining a front wheel compensation angle of the vehicle according to the actual yaw rate and the theoretical yaw rate using a vehicle stability control map;

[0151] The compensation module 403 is configured to compensate the front wheel steering angle of the vehicle through a front wheel compensation angle to maintain vehicle stability.

[0152] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0153] like Figure 5 As shown, the embodiment of the present application further provides an electronic device 500, which includes a memory 501, one or more processors 502 ( Figure 5 Only one is shown) and a computer program stored in memory 501 and executable by processor 502. Memory 501 is used to store software programs and units. Processor 502 executes the software programs and units stored in memory 501 to perform various functional applications and data processing to obtain resources corresponding to the aforementioned preset events. Optionally, processor 502 implements the aforementioned vehicle stability control method by executing the computer program stored in memory 501.

[0154] The memory 501 is a non-transitory computer-readable medium that can be used to store non-transitory software programs and non-transitory computer executable programs. In addition, the memory 501 may include a high-speed random access memory and may also include a non-transitory memory, such as at least one disk storage device, a flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 501 may optionally include a memory remotely located relative to the processor, and these remote memories may be connected to the processor 502 via a network.

[0155] It can be understood that the contents of the above method embodiments are all applicable to the electronic device embodiment. The functions specifically implemented by the electronic device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0156] The present application also provides a vehicle comprising the aforementioned vehicle stability control device or the aforementioned electric drive assembly of the electronic device. Specifically, the vehicle can be a private vehicle, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0157] It can be understood that the contents of the above method embodiments are all applicable to the present vehicle embodiment, the functions specifically implemented by the present vehicle embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0158] An embodiment of the present application further provides a computer program product, which includes a computer program. When the computer program is executed by one or more processors, it can implement the steps of the vehicle stability control method described above.

[0159] It can be understood that the contents of the above method embodiments are all applicable to this computer program product, the functions specifically implemented by this computer program product embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0160] The vehicle stability control method, apparatus, electronic device, vehicle, and computer program product provided by embodiments of the present application, when the vehicle's crosswind stability compensation mechanism is triggered, can determine the vehicle's front wheel compensation angle based on the actual yaw rate and theoretical yaw rate using a vehicle stability control map to compensate for the vehicle's front wheel steering angle. This can offset the vehicle's yaw response caused by crosswind or lateral disturbances, reduce the complexity of implementing the vehicle stability control method, and thereby improve vehicle driving stability. By employing the concept of map feedforward control, the control strategy is simple and fast to implement. By multiplying the determined front wheel compensation angle by a scaling factor, customized requirements can be met to achieve different vehicle stability compensation effects.

[0161] The embodiments described in the embodiments of this application are intended to more clearly illustrate the technical solutions of the embodiments of this application and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0162] Although specific embodiments are described herein, those skilled in the art will recognize that many other modifications or alternative embodiments are also within the scope of the present disclosure. For example, any of the functions and / or processing capabilities described in conjunction with a particular device or component may be performed by any other device or component. In addition, although various exemplary implementations and architectures have been described in accordance with the embodiments of the present disclosure, those skilled in the art will recognize that many other modifications to the exemplary implementations and architectures described herein are also within the scope of the present disclosure.

[0163] Some aspects of the present disclosure have been described above with reference to the block diagrams and flow charts of the systems, methods, systems and / or computer program products according to the exemplary embodiments. It should be understood that the combination of one or more blocks in the block diagram and the flow chart and the blocks in the block diagram and the flow chart can be realized by executing computer executable program instructions respectively. Equally, according to some embodiments, some blocks in the block diagram and the flow chart may not need to be executed in the order shown, or may not need to be executed in full. In addition, additional components and / or operations beyond those components and / or operations shown in the blocks in the block diagram and the flow chart may be present in certain embodiments.

[0164] Therefore, the blocks in the block diagrams and flow charts support combinations of means for performing the specified functions, combinations of elements or steps for performing the specified functions, and program instruction means for performing the specified functions. It should also be understood that each block in the block diagrams and flow charts, and combinations of blocks in the block diagrams and flow charts, can be implemented by a dedicated hardware computer system that performs the specific functions, elements, or steps, or a combination of dedicated hardware and computer instructions.

[0165] The program modules, applications, etc. described herein may include one or more software components, including, for example, software objects, methods, data structures, etc. Each such software component may include computer-executable instructions that, in response to execution, cause at least a portion of the functionality described herein (e.g., one or more operations of the illustrative methods described herein) to be performed.

[0166] Software component can be encoded with any one in various programming languages.A kind of exemplary programming language can be low-level programming language, such as the assembly language associated with specific hardware architecture and / or operating system platform.Comprise that the software component of assembly language instruction may need to be converted to executable machine code by assembler before being executed by hardware architecture and / or platform.Another exemplary programming language can be a more advanced programming language, and it can be transplanted across multiple architectures.Comprise that the software component of more advanced programming language may need to be converted to intermediate representation by interpreter or compiler before execution.Other examples of programming language include but are not limited to macro language, shell or command language, job control language, script language, database query or search language or report writing language.In one or more exemplary embodiments, the software component that comprises the instruction of one in the above-mentioned programming language example can be directly executed by operating system or other software component, without first being converted into another form.

[0167] Software components can be stored as files or other data storage structures. Software components of similar types or related functions can be stored together, such as in a specific directory, folder, or library. Software components can be static (e.g., preset or fixed) or dynamic (e.g., created or modified at execution time).

[0168] The embodiments of the present application are described in detail above in conjunction with the accompanying drawings, but the present application is not limited to the above embodiments. Various changes can be made within the scope of knowledge possessed by ordinary technicians in the relevant technical field without departing from the purpose of the present application.

Claims

1. A vehicle stability control method, characterized in that: The following steps are involved: In response to triggering a side wind stability compensation mechanism of the vehicle, acquiring an actual yaw rate of the vehicle at a driving speed and a theoretical yaw rate of the vehicle at a driving speed; Determining a front wheel compensation angle of the vehicle through a vehicle stability control map according to the actual yaw rate and the theoretical yaw rate; The front wheel steering angle of the vehicle is compensated by the front wheel compensation angle.

2. The vehicle stability control method according to claim 1, characterized in that: The vehicle stability control map includes a yaw rate difference and a compensation wheel angle map, and determining the front wheel compensation angle of the vehicle through the vehicle stability control map includes: The front wheel compensation angle of the vehicle is determined by the yaw rate difference and the compensation wheel angle mapping diagram.

3. The vehicle stability control method according to claim 2, characterized in that: The yaw rate difference and the compensated wheel angle mapping diagram are determined by the following steps: Determining a first mapping relationship according to a theoretical vehicle model, wherein the first mapping relationship is used to characterize a mapping relationship between a theoretical yaw angular velocity and a steering wheel angle; Determine a second mapping relationship according to the first mapping relationship, wherein the second mapping relationship is used to represent a mapping relationship between a yaw angular velocity difference and a compensation rack displacement; The yaw rate difference and compensated wheel angle mapping diagram is determined by the second mapping relationship.

4. The vehicle stability control method according to claim 3, characterized in that: The determining the yaw rate difference and the compensated wheel angle mapping diagram by using the second mapping relationship includes: Acquiring a corresponding relationship between the compensation rack displacement and the compensation wheel angle; The yaw rate difference and the compensated wheel angle mapping diagram is determined according to the correspondence between the compensated rack displacement and the compensated wheel angle in combination with the second mapping relationship.

5. The vehicle stability control method according to claim 3, characterized in that: The determining the second mapping relationship according to the first mapping relationship includes: Determine, according to the first mapping relationship, a first steering wheel angle corresponding to the first yaw angular velocity and a second steering wheel angle corresponding to the second yaw angular velocity; determining a first difference between the first yaw rate and the second yaw rate and a second difference between the first steering wheel angle and the second steering wheel angle; Obtain the yaw rate difference according to the first difference, and determine the compensation rack displacement according to the second difference; A second mapping relationship is determined based on the yaw rate difference and the compensated rack displacement.

6. The vehicle stability control method according to claim 1, characterized in that: The determining the front wheel compensation angle of the vehicle through a vehicle stability control map according to the actual yaw rate and the theoretical yaw rate comprises: determining a third difference between the actual yaw rate and the theoretical yaw rate; A front wheel compensation angle of the vehicle is determined through the vehicle stability control map according to the third difference.

7. The vehicle stability control method according to claim 6, characterized in that: The determining the front wheel compensation angle of the vehicle through the vehicle stability control map according to the third difference comprises: When the third difference is greater than or equal to a preset threshold, searching the vehicle stability control map for a compensation amount that can characterize a front wheel compensation angle of the vehicle according to the third difference; A front wheel compensation angle of the vehicle is determined according to the compensation amount.

8. The vehicle stability control method according to claim 1, characterized in that: After determining the front wheel compensation angle of the vehicle through a vehicle stability control map according to the actual yaw rate and the theoretical yaw rate, the method further includes: A proportional factor is obtained, and the front wheel compensation angle is adjusted according to the proportional factor.

9. The vehicle stability control method according to claim 8, characterized in that: The adjusting the front wheel compensation angle by the proportional factor comprises: The product of the proportional factor and the front wheel compensation angle is determined, and the product is set as the adjusted front wheel compensation angle.

10. The vehicle stability control method according to claim 8, characterized in that: The scaling factor is determined by the following steps: The scaling factor is determined according to a driving mode of the vehicle.

11. The vehicle stability control method according to claim 10, characterized in that: The determining the proportional factor according to the driving mode of the vehicle comprises: If the driving mode of the vehicle is a normal mode, the proportional factor is set to a reference value.

12. The vehicle stability control method according to claim 11, characterized in that: The determining the proportional factor according to the driving mode of the vehicle further includes: If the driving mode of the vehicle is the comfort mode, the reference value is increased, and the increased reference value is set as the proportional factor.

13. The vehicle stability control method according to claim 11, characterized in that: The determining the proportional factor according to the driving mode of the vehicle further includes: If the driving mode of the vehicle is the track mode, the reference value is reduced, and the reduced reference value is set as the proportional factor.

14. The vehicle stability control method according to claim 1, characterized in that: The vehicle's side wind stability compensation mechanism is triggered by the following steps: Obtaining the driving speed of the vehicle; When the driving speed is greater than or equal to a preset value, a side wind stability compensation mechanism of the vehicle is triggered.

15. The vehicle stability control method according to claim 1, characterized in that: The theoretical yaw rate of the vehicle is determined by the following steps: The theoretical yaw rate of the vehicle is determined by a theoretical vehicle model.

16. A vehicle stability control device, characterized in that: The device comprises: an acquisition module, configured to acquire, in response to triggering a side wind stability compensation mechanism of the vehicle, an actual yaw angular velocity of the vehicle at a driving speed and a theoretical yaw angular velocity of the vehicle at a driving speed; a determination module, configured to determine a front wheel compensation angle of the vehicle through a vehicle stability control map according to the actual yaw rate and the theoretical yaw rate; The compensation module is used to compensate the front wheel steering angle of the vehicle through the front wheel compensation angle to keep the vehicle stable.

17. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the vehicle stability control method according to any one of claims 1 to 15 when executing the computer program.

18. A vehicle, characterized in that: The vehicle performs vehicle stability control by the vehicle stability control method according to any one of claims 1 to 15, the vehicle stability control device according to claim 16, or the electronic device according to claim 17.

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