Double-wheel vehicle stability control method and system based on multi-interval optimization

Abstract

The invention relates to a two-wheel vehicle stability control method and system based on multi-interval optimization, and the method comprises the steps: carrying out the motion state sensing of a target vehicle, and obtaining the current motion state quantity, which comprises the current speed, the current inclination angle and the inclination angle change rate of the target vehicle; obtaining a kinematics state quantity error and a kinematics control law switching boundary based on the current speed and the current inclination angle; comparing the kinematics state quantity error with a kinematics control law switching boundary, and selecting a control rule; according to the selected control rule, on the basis of the current speed error and the current inclination angle error, obtaining a basic output quantity, and according to the control rule, on the basis of the current inclination angle error and the inclination angle change rate, obtaining a compensation output quantity; and obtaining a target output quantity based on the basic output quantity and the compensation output quantity, namely obtaining the torque of the driving motor. According to the invention, based on multi-interval optimization, short-time, small-space and high-precision stability control of the two-wheel vehicle is realized.

Description

Technical Field

[0001] The present invention relates to the field of unmanned driving technology, and in particular to a two-wheel vehicle stability control method and system based on multi-interval optimization. Background Art

[0002] The two-wheeled vehicles developed in recent years generally work in a mode where the drive motors on the left and right sides output independently controllable speeds and torques to complete the steering and travel of the vehicle. Thanks to their simple structure and strong passability, two-wheeled vehicles are widely used in many fields such as logistics transportation, battlefield reconnaissance, and scientific and educational training. However, two-wheeled vehicles also have the disadvantages of poor control stability and low control accuracy, which limit the application scenarios to a certain extent. Although there are relatively mature control methods at present, it is difficult for ordinary users to customize them for specific needs. The multi-loop control method is simple in principle and easy to debug, which can significantly lower the threshold for the implementation of two-wheeled vehicle autonomous driving in various scenarios.

[0003] The multi-loop control method usually collects kinematic state quantities such as tilt angle through sensing devices such as IMU and wheel speed sensors, and combines the expected speed given by the control command and the speed of the current sampling cycle to calculate the expected tilt angle, angle change rate and other state quantities of the next sampling cycle, and then solves the torque required by the drive motors on both sides. However, the conventional multi-loop control method cannot make full use of the kinematic states of each dimension to solve the appropriate drive motor torque; and when subjected to external excitation, the kinematic state has a large change value. The multi-loop control method requires a long time and space to adjust the vehicle to achieve the desired kinematic state, and it cannot eliminate the coupling relationship between states such as speed and tilt angle. In some scenarios, the response is slow and cannot fully meet the needs of engineering applications. Summary of the invention

[0004] The purpose of the present invention is to provide a two-wheel vehicle stability control method based on multi-interval optimization, which can significantly improve the response speed of stability control without losing control accuracy, and select the control law based on pre-defined rules.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] A two-wheel vehicle stability control method based on multi-interval optimization, comprising:

[0007] Sense the motion state of the target vehicle and obtain the current speed, current tilt angle and tilt angle change rate of the target vehicle;

[0008] Based on the current speed and the current tilt angle, a kinematic state error and a kinematic control law switching boundary are obtained, wherein the kinematic state error includes a current speed error and a current tilt angle error, and the kinematic control law switching boundary includes a speed control law switching boundary and a tilt angle control law switching boundary;

[0009] Compare the kinematic state quantity error with the kinematic control law switching boundary to select a control rule;

[0010] According to the selected control rule, based on the current speed error and the current tilt angle error, a basic output is obtained;

[0011] According to the control rule, based on the current tilt angle error and the tilt angle change rate, obtaining a compensation output;

[0012] Based on the basic output and the compensated output, the target output is obtained, that is, the torque of the driving motor is obtained.

[0013] Optionally, the method for obtaining the kinematic state error is:

[0014] Δv=v t -v exp

[0015] Δθ=θ t -θ exp

[0016] The method to obtain the switching boundary of the kinematic control law is:

[0017] δ v (t) = α v v t

[0018] δ θ (t) = α θ θ t

[0019] Among them, Δv and Δθ are the velocity error and tilt angle error at the current moment, v t and θ t are the current speed and the current tilt angle, v exp and θ exp are the expected speed and expected tilt angle, δ v (t) and δ θ (t) are the speed control law switching boundary and the tilt angle control law switching boundary, α v and α θ They are the speed range control law conversion coefficient and the tilt angle range control law conversion coefficient respectively.

[0020] Optionally, comparing the kinematic state error with the kinematic control law switching boundary, and selecting a control rule includes:

[0021] When the current speed error is greater than the speed control law switching boundary, and the current tilt angle error is greater than the tilt angle control law switching boundary, selecting the first control rule;

[0022] When the current speed error is greater than the speed control law switching boundary, and the current tilt angle error is less than the tilt angle control law switching boundary, selecting the second control rule;

[0023] When the current speed error is less than the speed control law switching boundary, and the current tilt angle error is greater than the tilt angle control law switching boundary, selecting a third control rule;

[0024] When the current speed error is smaller than the speed control law switching boundary, and the current tilt angle error is smaller than the tilt angle control law switching boundary, the fourth control rule is selected.

[0025] Optionally, get basic output including:

[0026] When the first control rule is selected, the method for calculating the basic output is:

[0027] M basic =c 1v e Δv +c 1θ e Δθ

[0028] When the second control rule is selected, the method for calculating the basic output is:

[0029]

[0030] When the third control rule is selected, the method for calculating the basic output is:

[0031]

[0032] When the fourth control rule is selected, the method for calculating the basic output is:

[0033]

[0034] Among them, M basic is the sum of the basic outputs of the left and right drive motors at the current moment, Δv and Δθ are the speed error and tilt angle error at the current moment, respectively, c 1v and c 1θ are the speed error torque coefficient and the tilt angle error torque coefficient under the first control rule, c2v , c 2θ and power2 are the speed error torque coefficient, tilt angle error torque coefficient and tilt angle error power index under the second control rule, respectively. 3v , c 3θ and power3 are the speed error torque coefficient, tilt angle error torque coefficient and speed error power exponent under the third control rule, respectively. 4v , c 4θ , power 4v and power 4θ They are respectively the speed error torque coefficient, the tilt angle error torque coefficient, the speed error power exponent and the tilt angle error power exponent under the fourth control rule.

[0035] Optionally, obtaining the compensation output includes:

[0036] When the first control rule is selected and the tilt angle change rate is greater than zero:

[0037]

[0038] When the first control rule is selected and the tilt angle change rate is less than zero:

[0039]

[0040] When the second control rule is selected and the tilt angle change rate is greater than zero:

[0041]

[0042] When the second control rule is selected and the tilt angle change rate is less than zero:

[0043]

[0044] When the third control rule is selected and the tilt angle change rate is greater than zero:

[0045]

[0046] When the third control rule is selected and the tilt angle change rate is less than zero:

[0047]

[0048] When the fourth control rule is selected and the tilt angle change rate is greater than zero:

[0049]

[0050] When the fourth control rule is selected and the tilt angle change rate is less than zero:

[0051]

[0052] Among them, M com To compensate the output, Δθ is the tilt angle error at the current moment, is the tilt angle change rate, a1 and b1 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the first control rule, a2 and b2 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the second control rule, a3 and b3 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the third control rule, a4 and b4 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the fourth control rule.

[0053] Optionally, based on the basic output and the compensated output, a method for obtaining a target output, that is, obtaining a torque of a driving motor, is as follows:

[0054] M target =M basic +M com

[0055] Among them, M target is the target output, M basic is the sum of the basic outputs of the left and right drive motors at the current moment, M com To compensate the output.

[0056] The present invention also provides a two-wheel vehicle stability control system based on multi-interval optimization, comprising: a motion state perception module, a data processing module, a rule decision module and an output quantity calculation module;

[0057] The motion state sensing module is used to sense the motion state of the target vehicle and obtain the current speed, current tilt angle and tilt angle change rate of the target vehicle;

[0058] The data processing module is used to obtain a kinematic state error and a kinematic control law switching boundary based on the current speed and the current tilt angle, wherein the kinematic state error includes a current speed error and a current tilt angle error, and the kinematic control law switching boundary includes a speed control law switching boundary and a tilt angle control law switching boundary;

[0059] The rule decision module is used to compare the kinematic state quantity error with the kinematic control law switching boundary and select a control rule;

[0060] The output calculation module is used to obtain the basic output based on the current speed error and the current tilt angle error according to the selected control rule, obtain the compensated output based on the current tilt angle error and the tilt angle change rate according to the control rule, and obtain the target output, i.e., the torque of the drive motor, based on the basic output and the compensated output.

[0061] The beneficial effects of the present invention are:

[0062] The present invention realizes stability control of two-wheeled vehicles based on multi-interval optimized control laws. While utilizing a smaller activity space and a shorter action time, it realizes higher precision stability control of two-wheeled vehicles with stronger anti-interference. The present invention solves the problem that the multi-loop control method cannot meet the kinematic requirements of the vehicle. By introducing the speed interval control law conversion coefficient and the tilt angle interval control law conversion coefficient, all working conditions are divided into multiple intervals to realize segmented control according to the proposed rules. Therefore, the scheme has a good effect in engineering applications and lowers the threshold for the implementation of automatic driving of two-wheeled vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0064] Figure 1 A framework diagram of a two-wheel vehicle stability control system based on multi-interval optimization according to an embodiment of the present invention;

[0065] Figure 2 is a workflow diagram of a rule decision module according to an embodiment of the present invention;

[0066] Figure 3 This is a diagram of the target controller solution process when the first control rule is selected in an embodiment of the present invention;

[0067] Figure 4 This is a diagram of the target controller solution process when the second control rule is selected in an embodiment of the present invention;

[0068] Figure 5 This is a diagram of the target controller solution process when the third control rule is selected in an embodiment of the present invention;

[0069] Figure 6 This is a diagram of the target controller solution process when the fourth control rule is selected in an embodiment of the present invention;

[0070] Figure 7The present invention is a flowchart of a two-wheel vehicle stability control method based on multi-interval optimization according to an embodiment of the present invention. DETAILED DESCRIPTION

[0071] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0072] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0073] like Figure 7 As shown, this embodiment provides a two-wheel vehicle stability control method based on multi-interval optimization, including:

[0074] Sense the motion state of the target vehicle and obtain the current speed, current tilt angle and tilt angle change rate of the target vehicle;

[0075] Based on the current speed and the current tilt angle, a kinematic state error and a kinematic control law switching boundary are obtained, wherein the kinematic state error includes a current speed error and a current tilt angle error, and the kinematic control law switching boundary includes a speed control law switching boundary and a tilt angle control law switching boundary;

[0076] Compare the kinematic state quantity error and the kinematic control law switching boundary to select the control law;

[0077] According to the selected control rule, based on the current speed error and the current tilt angle error, a basic output is obtained;

[0078] According to the control rule, based on the current tilt angle error and the tilt angle change rate, a compensation output is obtained;

[0079] Based on the basic output and the compensation output, the target output is obtained, that is, the torque of the driving motor is obtained.

[0080] When faced with special working conditions that may occur during the driving of an unmanned two-wheeled vehicle, such as external impact, large tilt angle and rapid acceleration, this method introduces control law switching boundaries in different kinematic states to achieve low-latency stability control.

[0081] Specifically, in this embodiment, a vehicle equipped with a wheel speed sensor and an inertial measurement unit is used to sense the motion state and calculate the current tilt angle θ of the vehicle. t , Tilt angle change rate and speed v t , and input to the vehicle controller. Figure 1 shown.

[0082] The user sends the desired speed v through the remote control exp and the desired tilt angle θ exp As remote control command input to the vehicle controller, such as Figure 1 As shown. Based on the above two kinematic state quantities, the vehicle controller selects the corresponding control rule through the built-in rule decision module, such as Figure 2 Shown:

[0083] Furthermore, the method for obtaining the kinematic state error is:

[0084] Δv=v t -v exp

[0085] Δθ=θ t -θ exp

[0086] The method to obtain the switching boundary of the kinematic control law is:

[0087] δ v (t) = α v v t

[0088] δ θ (t) = α θ θ t

[0089] Among them, Δv and Δθ are the velocity error and tilt angle error at the current moment, v t and θ t are the current speed and the current tilt angle, v exp and θ exp are the expected speed and expected tilt angle, δ v (t), δ v (t+1),δ v (t+2)…respectively, the speed control law switching boundaries of the vehicle at time t, t+1, t+2…; δ θ (t), δ θ (t+1),δ θ (t+2)…are the vehicle’s tilt angle control law switching boundaries at time t, t+1, t+2…, α v and α θ are the speed interval control law conversion coefficient and the tilt angle interval control law conversion coefficient, α v and α θ It is given by humans and is a positive number.

[0090] Furthermore, the kinematic state error and the kinematic control law switching boundary are compared, and the selected control rules include:

[0091] When the current speed error is greater than the speed control law switching boundary, and the current tilt angle error is greater than the tilt angle control law switching boundary, the first control rule is selected;

[0092] When the current speed error is greater than the speed control law switching boundary, and the current tilt angle error is less than the tilt angle control law switching boundary, the second control rule is selected;

[0093] When the current speed error is less than the speed control law switching boundary, and the current tilt angle error is greater than the tilt angle control law switching boundary, the third control rule is selected;

[0094] When the current speed error is smaller than the speed control law switching boundary, and the current tilt angle error is smaller than the tilt angle control law switching boundary, the fourth control rule is selected.

[0095] Specifically, when Δv>δ v (t) and Δθ>δ θ (t), rule 1, i.e., the first control rule, is selected, and the output calculation module built into the vehicle controller is used to solve the basic output, such as Figure 3 As shown:

[0096] M basic =c 1v e Δv +c 1θ e Δθ

[0097] Among them, c 1v and c 1θ are the speed error torque coefficient and the tilt angle error torque coefficient under rule 1, which are artificially given constants. basic is the sum of the basic outputs of the left and right drive motors at the current moment. Δv and Δθ are the speed error and tilt angle error at the current moment, respectively, and the expressions are as follows:

[0098] Δv=v t -v exp

[0099] Δθ=θ t -θ exp

[0100] When Δv>δ v (t) and Δθ<δ θ (t), select rule 2, i.e. the second control rule:

[0101]

[0102] Among them, c 2v , c 2θ and power2 are the speed error torque coefficient, tilt angle error torque coefficient and tilt angle error power exponent under rule 2, respectively, which are artificially given constants. Figure 4 shown.

[0103] When Δv<δ v (t) and Δθ>δ θ (t), select rule 3, i.e. the third control rule:

[0104]

[0105] Among them, c 3v , c 3θ and power3 are the speed error torque coefficient, tilt angle error torque coefficient and speed error power index under rule 3, which are artificially given constants. Figure 5 shown.

[0106] When Δv<δ v (t) and Δθ<δ θ (t), select rule 4, i.e. the fourth control rule:

[0107]

[0108] Among them, c 4v , c 4θ , power 4v and power 4θ are the speed error torque coefficient, tilt angle error torque coefficient, speed error power index and tilt angle error power index under rule 4, which are artificially given constants. Figure 6 shown.

[0109] Furthermore, the size of the compensation output is determined by the tilt angle error and the tilt angle change rate, and its expression is the sum of the polynomial functions of the above two state quantities, and the positive and negative of the compensation output depends on the positive and negative of the tilt angle error and the tilt angle change rate. Obtaining the compensation output specifically includes:

[0110] When the vehicle controller selects rule 1:

[0111] when hour:

[0112]

[0113] Among them, a1 and b1 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under rule 1, respectively, and are artificially defined constants. Figure 3 shown.

[0114] when hour:

[0115]

[0116] When the vehicle controller selects rule 2:

[0117] when hour:

[0118]

[0119] Where a2 and b2 are the coefficients of the current tilt angle error polynomial and tilt angle change rate polynomial under Rule 2, respectively, and are artificially defined constants. Figure 4 shown.

[0120] when hour:

[0121]

[0122] when hour:

[0123]

[0124] Where a3 and b3 are the coefficients of the current tilt angle error polynomial and tilt angle change rate polynomial under Rule 3, respectively, and are artificially defined constants. Figure 5 shown.

[0125] when hour:

[0126]

[0127] When the vehicle controller selects rule 4:

[0128] when hour:

[0129]

[0130] Wherein, a4 and b4 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under Rule 4, respectively, and are artificially defined constants. Figure 6 shown.

[0131] when hour:

[0132]

[0133] Furthermore, based on the basic output and the compensation output, the method for obtaining the target output, that is, obtaining the torque of the driving motor, is as follows:

[0134] M target =M basic +M com

[0135] Among them, M target is the target output, i.e. the torque of the driving motor, M basic is the sum of the basic outputs of the left and right drive motors at the current moment, M com To compensate the output.

[0136] After obtaining the target output, the following steps are performed: using the target output as an input of the kinetic model and inputting the kinetic model.

[0138] The kinetic model can be described by the following expression:

[0139]

[0140] Among them, the state quantity are acceleration, tilt angle, tilt angular acceleration and yaw angular acceleration respectively; m, M, J w , J p , J δ , R, L are respectively the wheel mass, vehicle body mass, wheel moment of inertia, vehicle yaw moment of inertia, vehicle pitch moment of inertia, wheel radius and the distance from the center of mass of the vehicle to the wheel center; the input quantity C L , C R are the torques of the left and right wheels respectively. It should be noted that the method of this embodiment only involves straight-line driving and balance, and is therefore only related to the first two formulas in the dynamic model. L +C R That is M target .

[0141] This method solves the basic output quantities from the two aspects of tilt angle error and speed error respectively, while satisfying the rapid convergence of the two kinematic state quantities; and adds the compensating output quantity solved by the tilt angle change rate, achieving the expected technical goals of smooth convergence and reduced oscillation.

[0142] like Figure 1 As shown, this embodiment also includes a system for a two-wheel vehicle stability control method based on multi-interval optimization, including: a motion state perception module, a data processing module, a rule decision module and an output calculation module;

[0143] The motion state sensing module is used to sense the motion state of the target vehicle and obtain the current speed, current tilt angle and tilt angle change rate of the target vehicle;

[0144] A data processing module, used for obtaining a kinematic state error and a kinematic control law switching boundary based on a current speed and a current tilt angle, wherein the kinematic state error includes a current speed error and a current tilt angle error, and the kinematic control law switching boundary includes a speed control law switching boundary and a tilt angle control law switching boundary;

[0145] A rule decision module is used to compare the kinematic state quantity error and the kinematic control law switching boundary and select the control rule;

[0146] The output calculation module is used to obtain the basic output based on the current speed error and the current tilt angle error according to the selected control rule, obtain the compensated output based on the current tilt angle error and the tilt angle change rate according to the control rule, and obtain the target output, that is, the torque of the drive motor, based on the basic output and the compensated output.

[0147] The present invention proposes a control method based on multi-interval optimization, which can significantly improve the response speed of stability control without losing control accuracy, and select the control law based on pre-defined rules. In the autonomous driving scenario, the existing technology cannot effectively handle the control requirements of short time and small space when there is a large error between the real-time kinematic state and the expected value. The present invention realizes short-time, small space and high-precision stability control of two-wheeled vehicles based on multi-interval optimization.

[0148] The embodiments described above are only descriptions of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. A two-wheel vehicle stability control method based on multi-interval optimization, characterized in that: include: Sense the motion state of the target vehicle and obtain a current motion state quantity, wherein the motion state quantity includes a current speed, a current tilt angle, and a tilt angle change rate of the target vehicle; Based on the current speed and the current tilt angle, a kinematic state error and a kinematic control law switching boundary are obtained, wherein the kinematic state error includes a current speed error and a current tilt angle error, and the kinematic control law switching boundary includes a speed control law switching boundary and a tilt angle control law switching boundary; Compare the kinematic state quantity error with the kinematic control law switching boundary to select a control rule; According to the selected control rule, based on the current speed error and the current tilt angle error, a basic output is obtained; According to the control rule, based on the current tilt angle error and the tilt angle change rate, obtaining a compensation output; Based on the basic output and the compensated output, the target output is obtained, that is, the torque of the driving motor is obtained.

2. The two-wheel vehicle stability control method based on multi-interval optimization according to claim 1, characterized in that: The method to obtain the kinematic state error is: Δv=v t -v exp Δθ=θ t -θ exp The method to obtain the switching boundary of the kinematic control law is: d v (t)=a v v t d θ (t)=a θ i t Among them, Δv and Δθ are the velocity error and tilt angle error at the current moment, v t and θ t are the current speed and the current tilt angle, v exp and θ exp are the expected speed and expected tilt angle, δ v (t) and δ θ (t) are the speed control law switching boundary and the tilt angle control law switching boundary, α v and α θ They are the speed range control law conversion coefficient and the tilt angle range control law conversion coefficient respectively.

3. The two-wheel vehicle stability control method based on multi-interval optimization according to claim 1, characterized in that: Comparing the kinematic state error with the kinematic control law switching boundary, selecting a control rule includes: When the current speed error is greater than the speed control law switching boundary, and the current tilt angle error is greater than the tilt angle control law switching boundary, selecting the first control rule; When the current speed error is greater than the speed control law switching boundary, and the current tilt angle error is less than the tilt angle control law switching boundary, selecting the second control rule; When the current speed error is smaller than the speed control law switching boundary, and the current tilt angle error is larger than the tilt angle control law switching boundary, selecting a third control rule; When the current speed error is smaller than the speed control law switching boundary, and the current tilt angle error is smaller than the tilt angle control law switching boundary, the fourth control rule is selected.

4. The two-wheel vehicle stability control method based on multi-interval optimization according to claim 3 is characterized in that: Obtaining basic output includes: When the first control rule is selected, the method for calculating the basic output is: M basic =c 1v e Δv +c 1θ e Δθ When the second control rule is selected, the method for calculating the basic output is: When the third control rule is selected, the method for calculating the basic output is: When the fourth control rule is selected, the method for calculating the basic output is: Among them, M basic is the sum of the basic outputs of the left and right drive motors at the current moment, Δv and Δθ are the speed error and tilt angle error at the current moment, respectively, c 1v and c 1θ are the speed error torque coefficient and the tilt angle error torque coefficient under the first control rule, c 2v , c 2θ and power2 are the speed error torque coefficient, tilt angle error torque coefficient and tilt angle error power index under the second control rule, respectively. 3v , c 3θ and power3 are the speed error torque coefficient, tilt angle error torque coefficient and speed error power exponent under the third control rule, respectively. 4v , c 4θ , power 4v and power 4θ They are respectively the speed error torque coefficient, the tilt angle error torque coefficient, the speed error power exponent and the tilt angle error power exponent under the fourth control rule.

5. The two-wheel vehicle stability control method based on multi-interval optimization according to claim 3, characterized in that: Obtaining compensation output includes: When the first control rule is selected and the tilt angle change rate is greater than zero: When the first control rule is selected and the tilt angle change rate is less than zero: When the second control rule is selected and the tilt angle change rate is greater than zero: When the second control rule is selected and the tilt angle change rate is less than zero: When the third control rule is selected and the tilt angle change rate is greater than zero: When the third control rule is selected and the tilt angle change rate is less than zero: When the fourth control rule is selected and the tilt angle change rate is greater than zero: When the fourth control rule is selected and the tilt angle change rate is less than zero: Among them, M com To compensate the output, Δθ is the tilt angle error at the current moment, is the tilt angle change rate, a1 and b1 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the first control rule, a2 and b2 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the second control rule, a3 and b3 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the third control rule, a4 and b4 are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the fourth control rule.

6. The two-wheel vehicle stability control method based on multi-interval optimization according to claim 1, characterized in that: Based on the basic output and the compensated output, a method for obtaining a target output, that is, obtaining the torque of the driving motor, is as follows: M target =M basic +M com Among them, M target is the target output, M basic is the sum of the basic outputs of the left and right drive motors at the current moment, M com To compensate the output.

7. A system for a two-wheel vehicle stability control method based on multi-interval optimization according to any one of claims 1 to 6, characterized in that: include: Motion state perception module, data processing module, rule decision module and output quantity calculation module; The motion state sensing module is used to sense the motion state of the target vehicle and obtain the current speed, current tilt angle and tilt angle change rate of the target vehicle; The data processing module is used to obtain a kinematic state error and a kinematic control law switching boundary based on the current speed and the current tilt angle, wherein the kinematic state error includes a current speed error and a current tilt angle error, and the kinematic control law switching boundary includes a speed control law switching boundary and a tilt angle control law switching boundary; The rule decision module is used to compare the kinematic state quantity error with the kinematic control law switching boundary and select a control rule; The output calculation module is used to obtain the basic output based on the current speed error and the current tilt angle error according to the selected control rule, obtain the compensated output based on the current tilt angle error and the tilt angle change rate according to the control rule, and obtain the target output, i.e., the torque of the drive motor, based on the basic output and the compensated output.

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