A method and system for stability control of a two-wheeled vehicle based on multi-interval optimization

Abstract

The application relates to a double-wheel vehicle stability control method and system based on multi-interval optimization, which comprises the following steps: sensing the motion state of a target vehicle to obtain current motion state quantities, wherein the motion state quantities include the current speed, the current tilt angle and the tilt angle change rate of the target vehicle; obtaining the kinematic state quantity error and the kinematic control law switching boundary based on the current speed and the current tilt angle; comparing the kinematic state quantity error and the kinematic control law switching boundary to select a control rule; obtaining a basic output quantity based on the current speed error and the current tilt angle error according to the selected control rule; obtaining a compensation output quantity based on the current tilt angle error and the tilt angle change rate according to the control rule; and obtaining a target output quantity, i.e. the torque of a driving motor, based on the basic output quantity and the compensation output quantity. The application realizes short-time, small-space and high-precision stability control of a double-wheel vehicle based on multi-interval optimization.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, and in particular to a method and system for stability control of two-wheeled vehicles based on multi-interval optimization. Background Technology

[0002] In recent years, two-wheeled vehicles have been developed, typically operating by having independently controllable speeds and torques output by the drive motors on both sides to achieve steering and movement. Benefiting from their simple structure and high maneuverability, two-wheeled vehicles are widely used in logistics, battlefield reconnaissance, and scientific training, among other fields. However, they also suffer from poor control stability and low control precision, which limits their application scenarios to some extent. Although relatively mature control methods exist, they are difficult for ordinary users to customize for specific needs. Multi-loop control methods, with their simple principles and ease of debugging, can significantly lower the barrier to implementing autonomous driving for two-wheeled vehicles in various scenarios.

[0003] Multi-loop control methods typically collect kinematic state variables such as tilt angle using sensing devices like IMUs and wheel speed sensors. These variables are then combined with the desired speed given by the control command and the speed in the current sampling period to calculate the desired tilt angle, rate of change of angle, and other state variables for the next sampling period. This allows for the determination of the torque required by the drive motors on both sides. However, conventional multi-loop control methods cannot fully utilize the kinematic states across all dimensions to determine the appropriate drive motor torque. Furthermore, when subjected to external stimuli, the kinematic states undergo significant changes, requiring considerable time and space to adjust the vehicle to achieve the desired kinematic state. Moreover, they cannot eliminate the coupling relationship between speed, tilt angle, and other states, resulting in sluggish response in certain scenarios and failing to fully meet the needs of engineering applications. Summary of the Invention

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

[0005] To achieve the above objectives, the present invention provides the following solution:

[0006] A stability control method for two-wheeled vehicles based on multi-interval optimization includes:

[0007] The motion state of the target vehicle is perceived, and the current speed, current tilt angle, and rate of change of tilt angle of the target vehicle are obtained.

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

[0009] The kinematic state quantity error is compared with the kinematic control law switching boundary, and a control rule is selected.

[0010] Based on the selected control rules, the basic output quantity is obtained based on the current speed error and the current tilt angle error;

[0011] Based on the control rules, the compensation output is obtained according to the current tilt angle error and the tilt angle change rate.

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

[0013] Optionally, the method for obtaining the error of the kinematic state variables is as follows:

[0014] Δv=v t -v exp

[0015] Δθ=θ t -θ exp

[0016] The method for obtaining the kinematic control law switching boundary is as follows:

[0017] δ v (t)=α v v t

[0018] δ θ (t)=α θ θ t

[0019] Where Δv and Δθ are the velocity error and tilt angle error at the current moment, respectively, v t and θ t These represent the current speed and the current tilt angle, v. exp and θ exp These represent the desired velocity and the desired tilt angle, respectively, δ v (t) and δ θ (t) represent the switching boundaries of the velocity control law and the tilt angle control law, respectively, and α v and α θ These are the conversion coefficients for the speed range control law and the tilt angle range control law, respectively.

[0020] Optionally, the kinematic state quantity error and the kinematic control law switching boundary are compared, and the control rule is selected by selecting:

[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, the first control rule is selected.

[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, the second control rule is selected.

[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, the third control rule is selected.

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

[0025] Optionally, obtaining basic output quantities includes:

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

[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 quantity is as follows:

[0029]

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

[0031]

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

[0033]

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

[0035] Optionally, obtaining the compensation output includes:

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

[0037]

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

[0039]

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

[0041]

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

[0043]

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

[0045]

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

[0047]

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

[0049]

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

[0051]

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

[0053] Optionally, the method for obtaining the target output, i.e., the torque of the drive motor, based on the basic output and the compensated output is as follows:

[0054] M target =M basic +M com

[0055] Among them, M target M is the target output quantity. basic M is the sum of the basic outputs of the left and right drive motors at the current moment. com To compensate for 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 perception module is used to perceive the motion state of the target vehicle and obtain the target vehicle's current speed, current tilt angle, and tilt angle change rate.

[0058] The data processing module is used to obtain kinematic state quantity error and kinematic control law switching boundary based on the current speed and the current tilt angle, wherein the kinematic state quantity error includes the current speed error and the current tilt angle error, and the kinematic control law switching boundary includes the speed control law switching boundary and the 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 a basic output based on the current speed error and the current tilt angle error according to the selected control rules, obtain a compensation output based on the current tilt angle error and the tilt angle change rate according to the control rules, and obtain a target output based on the basic output and the compensation output, i.e., obtain the torque of the drive motor.

[0061] The beneficial effects of this invention are as follows:

[0062] This invention achieves stability control of two-wheeled vehicles based on a multi-interval optimized control law. While utilizing a smaller operating space and shorter action time, it achieves higher precision stability control with strong anti-interference capabilities. This invention solves the problem that multi-loop control methods cannot meet the kinematic requirements of vehicles. By introducing speed interval control law conversion coefficients and tilt angle interval control law conversion coefficients, all operating conditions are divided into multiple intervals, enabling segmented control according to predetermined rules. Therefore, this scheme has good results in engineering applications and lowers the threshold for the implementation of autonomous driving for two-wheeled vehicles. Attached Figure Description

[0063] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

[0065] Figure 2 This is a flowchart of the rule decision module in an embodiment of the present invention;

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

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

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

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

[0070] Figure 7This is a flowchart of a two-wheeled vehicle stability control method based on multi-interval optimization according to an embodiment of the present invention. Detailed Implementation

[0071] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0072] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be 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-wheeled vehicle stability control method based on multi-interval optimization, including:

[0074] The target vehicle's motion state is perceived, and its current speed, current tilt angle, and rate of change of tilt angle are obtained.

[0075] Based on the current speed and current tilt angle, obtain the kinematic state quantity error and the kinematic control law switching boundary. The kinematic state quantity error includes the current speed error and the current tilt angle error, and the kinematic control law switching boundary includes the speed control law switching boundary and the tilt angle control law switching boundary.

[0076] The kinematic state error and the kinematic control law switching boundary are compared to select the control rule;

[0077] Based on the selected control rules, the basic output quantity is obtained based on the current speed error and the current tilt angle error;

[0078] Based on the control rules, the compensation output is obtained using the current tilt angle error and the tilt angle change rate.

[0079] Based on the basic output and the compensated output, the target output is obtained, which is the torque of the drive motor.

[0080] This method introduces control law switching boundaries in different kinematic states to achieve low-latency stability control when facing special working conditions of unmanned two-wheeled vehicles during operation, such as external impacts, large tilt angles, and rapid acceleration.

[0081] Specifically, in this embodiment, a vehicle equipped with wheel speed sensors and an inertial measurement unit is used to perceive its motion state and determine the vehicle's current tilt angle θ. t Rate of change of tilt angle and velocity v t And input it into the vehicle controller. For example... Figure 1 As shown.

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

[0083] Furthermore, the method for obtaining the error of the kinematic state variables is as follows:

[0084] Δv=v t -v exp

[0085] Δθ=θ t -θ exp

[0086] The method for obtaining the kinematic control law switching boundary is as follows:

[0087] δ v (t)=α v v t

[0088] δ θ (t)=α θ θ t

[0089] Where Δv and Δθ are the velocity error and tilt angle error at the current moment, respectively, v t and θ t These represent the current speed and the current tilt angle, v. exp and θ exp These represent the desired velocity and the desired tilt angle, respectively, δ v (t), δ v (t+1), δ v (t+2)... represent the speed control law switching boundaries of the vehicle at times t, t+1, t+2...; δ θ (t), δ θ (t+1), δ θ (t+2)… represent the switching boundaries of the vehicle's tilt angle control law at times t, t+1, t+2…, respectively, where α… v and α θ These are the conversion coefficients for the speed range control law and the tilt angle range control law, respectively, α v and α θ Given by an individual, it is a positive number.

[0090] Furthermore, the kinematic state error and the kinematic control law switching boundary are compared, and the control rule is selected, including:

[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 less than the speed control law switching boundary and the current tilt angle error is less 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 When (t), rule 1, i.e., the first control rule, is selected, and then the basic output quantity is solved by the output quantity calculation module built into the vehicle controller, 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 These are the speed error torque coefficient and tilt angle error torque coefficient under Rule 1, respectively, and are constants given by the user. M basic This represents the sum of the basic outputs of the left and right drive motors at the current moment. Δv and Δθ represent the speed error and tilt angle error at the current moment, respectively, and are expressed as follows:

[0098] Δv=v t -v exp

[0099] Δθ=θ t -θ exp

[0100] When Δv>δ v (t) and Δθ < δ θ When (t), choose rule 2, which is the second control rule:

[0101]

[0102] Among them, c 2v c 2θ `power2` and `speed2` are the speed error torque coefficient, tilt angle error torque coefficient, and tilt angle error power exponent, respectively, under Rule 2, and are constants given by the user. For example... Figure 4 As shown.

[0103] When Δv < δ v (t) and Δθ>δ θ When (t), choose rule 3, which is the third control rule:

[0104]

[0105] Among them, c 3v c 3θ `power3` and `speed` are the speed error torque coefficient, tilt angle error torque coefficient, and speed error power exponent under rule 3, respectively, and are human-given constants. For example... Figure 5 As shown.

[0106] When Δv < δ v (t) and Δθ < δ θ When (t), choose rule 4, which is the fourth control rule:

[0107]

[0108] Among them, c 4v c 4θ power 4v and power 4θ These are the speed error torque coefficient, tilt angle error torque coefficient, speed error power exponent, and tilt angle error power exponent under Rule 4, respectively, and are constants given by the user. For example... Figure 6 As shown.

[0109] Furthermore, the magnitude of the compensation output is jointly determined by the tilt angle error and the tilt angle change rate, and its expression is the sum of the polynomial functions of the two state variables mentioned above. The sign of the compensation output depends on the signs 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] Where a1 and b1 are the coefficients of the current tilt angle error polynomial and tilt angle change rate polynomial under Rule 1, respectively, and are artificially defined constants. Figure 3 As 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 As 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 As shown.

[0125] when hour:

[0126]

[0127] When the vehicle controller selects rule 4:

[0128] when hour:

[0129]

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

[0131] when hour:

[0132]

[0133] Furthermore, based on the basic output and the compensated output, the method for obtaining the target output, i.e., the torque of the drive motor, is as follows:

[0134] M target =M basic +M com

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

[0136] After obtaining the target output, the following steps are taken: use the target output as the input to the dynamic model and input it into the dynamic model.

[0137] The dynamic model can be described by the following expression:

[0138]

[0139] Among them, state variables These represent acceleration, tilt angle, angular acceleration, and yaw acceleration, respectively; m, M, J w J p J δ R and L represent the wheel mass, vehicle body mass, wheel moment of inertia, yaw moment of inertia, pitch moment of inertia, wheel radius, and distance from the vehicle's center of gravity to the wheel center, respectively; input quantity C L C R These represent the torques of the left and right wheels, respectively. It should be noted that the method in this embodiment only involves straight-line driving and balance, and therefore only relates to the first two formulas in the dynamic model. The C in the first two formulas... L +C R That is, M target .

[0140] This method solves for the basic output quantities from both tilt angle error and velocity error, while simultaneously ensuring rapid convergence of the two kinematic state quantities. Furthermore, it incorporates a compensation output quantity calculated using the tilt angle change rate, achieving the expected technical goals of smooth convergence and reduced oscillations.

[0141] like Figure 1 As shown, this embodiment also includes a system for a two-wheeled vehicle stability control method 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;

[0142] The motion state perception module is used to perceive the motion state of the target vehicle and obtain the target vehicle's current speed, current tilt angle, and rate of change of tilt angle.

[0143] The data processing module is used to obtain the kinematic state quantity error and the kinematic control law switching boundary based on the current speed and the current tilt angle. The kinematic state quantity error includes the current speed error and the current tilt angle error, and the kinematic control law switching boundary includes the speed control law switching boundary and the tilt angle control law switching boundary.

[0144] The rule decision module is used to compare the kinematic state quantity error with the kinematic control law switching boundary and select the control rule;

[0145] The output calculation module is used to obtain the basic output based on the selected control rules, the current speed error, and the current tilt angle error; to obtain the compensation output based on the current tilt angle error and the tilt angle change rate; and to obtain the target output, i.e., the torque of the drive motor, based on the basic output and the compensation output.

[0146] This invention proposes a control method based on multi-interval optimization, which can significantly improve the response speed of stability control without sacrificing control accuracy, and selects the control law based on pre-defined rules. In autonomous driving scenarios, existing technologies cannot effectively handle the control requirements of short time and small space when there are large errors between real-time kinematic state and expected value. This invention, based on multi-interval optimization, achieves high-precision stability control of two-wheeled vehicles in short time and small space.

[0147] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A stability control method for two-wheeled vehicles based on multi-interval optimization, characterized in that, include: The motion state of the target vehicle is perceived, and the current motion state quantity is obtained, wherein the motion state quantity is the target vehicle's current speed, current tilt angle, and tilt angle change rate; Based on the current speed and the current tilt angle, kinematic state quantity error and kinematic control law switching boundary are obtained, wherein the kinematic state quantity error includes current speed error and current tilt angle error, and the kinematic control law switching boundary includes speed control law switching boundary and tilt angle control law switching boundary; The kinematic state quantity error is compared with the kinematic control law switching boundary, and a control rule is selected. Based on the selected control rules, and using the current speed error and the current tilt angle error, the basic output quantities are obtained, including: When the first control rule is selected, the method for calculating the basic output quantity is as follows: When the second control rule is selected, the method for calculating the basic output quantity is as follows: When the third control rule is selected, the method for calculating the basic output quantity is as follows: When the fourth control rule is selected, the method for calculating the basic output quantity is as follows: in, This is the sum of the basic outputs of the left and right drive motors at the current moment. and These are the velocity error and tilt angle error at the current moment, respectively. and These are the speed error torque coefficient and tilt angle error torque coefficient under the first control rule, respectively. , and These are the speed error torque coefficient, tilt angle error torque coefficient, and tilt angle error exponent under the second control rule, respectively. , and These are the speed error torque coefficient, tilt angle error torque coefficient, and speed error power exponent under the third control rule, respectively. , , and These are the speed error torque coefficient, tilt angle error torque coefficient, speed error power exponent, and tilt angle error power exponent under the fourth control rule, respectively. Based on the control rules, the compensation output is obtained according to the current tilt angle error and the tilt angle change rate. Based on the basic output and the compensated output, the target output is obtained, which is the torque of the drive motor.

2. The stability control method for two-wheeled vehicles based on multi-interval optimization according to claim 1, characterized in that, The method for obtaining the error of kinematic state variables is as follows: The method for obtaining the kinematic control law switching boundary is as follows: (t)= (t) = in, and These are the velocity error and tilt angle error at the current moment, respectively. and These represent the current speed and the current tilt angle, respectively. and These represent the desired speed and the desired tilt angle, respectively. (t) and (t) represents the switching boundaries of the velocity control law and the tilt angle control law, respectively. and These are the conversion coefficients for the speed range control law and the tilt angle range control law, respectively.

3. The two-wheeled vehicle stability control method based on multi-interval optimization according to claim 1, characterized in that, The kinematic state quantity error is compared with the kinematic control law switching boundary, and the control rule is selected by means of: 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. 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. 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. When the current speed error is less than the speed control law switching boundary and the current tilt angle error is less than the tilt angle control law switching boundary, the fourth control rule is selected.

4. The two-wheeled vehicle stability control method based on multi-interval optimization according to claim 3, characterized in that, Obtaining the compensation output includes: When the first control rule is selected, and the rate of change of the tilt angle is greater than zero: When the first control rule is selected, and the rate of change of the tilt angle is less than zero: When the second control rule is selected, and the rate of change of the tilt angle is greater than zero: When the second control rule is selected, and the rate of change of the tilt angle is less than zero: When the third control rule is selected, and the rate of change of the tilt angle is greater than zero: When the third control rule is selected, and the rate of change of the tilt angle is less than zero: When the fourth control rule is selected, and the rate of change of the tilt angle is greater than zero: When the fourth control rule is selected, and the rate of change of the tilt angle is less than zero: in, To compensate for the output, This represents the tilt angle error at the current moment. The rate of change of the tilt angle. and These are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial, respectively, under the first control rule. and These are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial, respectively, under the second control rule. and These are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial, respectively, under the third control rule. and These are the coefficients of the current tilt angle error polynomial and the tilt angle change rate polynomial under the fourth control rule, respectively.

5. The two-wheeled 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, the method for obtaining the target output, i.e., the torque of the drive motor, is as follows: in, For the target output quantity, This is the sum of the basic outputs of the left and right drive motors at the current moment. To compensate for the output.

6. The system of the two-wheeled vehicle stability control method based on multi-interval optimization according to any one of claims 1-5, characterized in that, include: Motion state perception module, data processing module, rule decision-making module, and output quantity calculation module; The motion state perception module is used to perceive the motion state of the target vehicle and obtain the target vehicle's current speed, current tilt angle, and tilt angle change rate. The data processing module is used to obtain kinematic state quantity error and kinematic control law switching boundary based on the current speed and the current tilt angle, wherein the kinematic state quantity error includes the current speed error and the current tilt angle error, and the kinematic control law switching boundary includes the speed control law switching boundary and the 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 a basic output based on the current speed error and the current tilt angle error according to the selected control rules, obtain a compensation output based on the current tilt angle error and the tilt angle change rate according to the control rules, and obtain a target output based on the basic output and the compensation output, i.e., obtain the torque of the drive motor.

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