Stability control method, vehicle and storage medium

Abstract

The invention provides a stability control method, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that the actual yaw velocity of the vehicle and the longitudinal slip rate of each wheel are obtained; calculating a target longitudinal braking force of the corresponding wheel according to the longitudinal slip rate of each wheel and the actual yaw velocity of the vehicle; and controlling the braking mechanism of each wheel to output the corresponding target longitudinal braking force. According to the method, each wheel can be controlled to output more accurate longitudinal braking force, so that the vehicle body is kept stable by independently controlling each wheel to output the accurate longitudinal braking force, the stability control effect is effectively improved, and the vehicle body is kept stable more quickly.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a stability control method, a vehicle and a storage medium in the field of vehicle safety control. Background Art

[0002] The body stability control system is an active automobile safety system. By analyzing the vehicle's driving status information transmitted from various sensors, it can apply braking force to the wheels to maintain dynamic balance, which can greatly improve the vehicle's handling safety factor and driving convenience. When emergencies such as emergency turns, emergency acceleration and emergency braking occur, the vehicle can quickly sense and take corresponding braking measures to improve driving dynamic stability.

[0003] Taking emergency turns as an example, when the vehicle body is unstable, the driver usually needs to step on the brake pedal to prevent the vehicle from overturning due to excessive speed. Then the hydraulic pipelines in the braking system quickly build up pressure, and the front and rear brake calipers quickly push out the pistons to clamp the brake discs under the action of hydraulic pressure to achieve braking.

[0004] However, the braking systems in related technologies are mostly hydraulic braking. However, since the front and rear brake caliper hydraulic lines are the same, the braking force between different tires is consistent during braking. However, due to the inconsistent degree of tire wear, the vehicle's body stability cannot be controlled in time, and dangerous situations such as vehicle rollover are prone to occur. Summary of the invention

[0005] The present application provides a stability control method, a vehicle and a storage medium. The method can control each wheel to output a more accurate longitudinal braking force, thereby maintaining the stability of the vehicle body by independently controlling each wheel to output an accurate longitudinal braking force, effectively improving the effect of stability control, and maintaining the stability of the vehicle body more quickly.

[0006] In a first aspect, a stability control method is provided, the method comprising: obtaining an actual yaw angular velocity of the vehicle and a longitudinal slip rate of each wheel; calculating a target longitudinal braking force of the corresponding wheel according to the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle; and controlling a braking mechanism of each wheel to output a corresponding target longitudinal braking force.

[0007] Through the above technical solution, the embodiment of the present application can calculate the target longitudinal braking force of the corresponding wheel based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle when the vehicle body is unstable, and control the braking mechanism of each wheel to output the corresponding target longitudinal braking force. Since each wheel is independently controllable, each wheel can be controlled to output a more accurate longitudinal braking force, thereby maintaining the stability of the vehicle body by independently controlling each wheel to output an accurate longitudinal braking force, effectively improving the effect of stability control, and maintaining the stability of the vehicle body more quickly.

[0008] In combination with the first aspect, in certain possible implementations, controlling the braking structure of each wheel to output a corresponding target longitudinal braking force includes: obtaining the current braking force of each wheel; and controlling the caliper motor in the corresponding braking mechanism to output a target current based on the current braking force and the corresponding target longitudinal braking force.

[0009] Through the above technical scheme, the embodiment of the present application can control the output target current of the caliper motor in the corresponding brake mechanism according to the current braking force and the target longitudinal braking force, and achieve the accuracy of the longitudinal braking force output of each wheel by independently controlling the output target current of the caliper motor of each vehicle.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, calculating the target longitudinal braking force of the corresponding wheel based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle includes: inputting the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle into a closed-loop processing model, and the closed-loop processing model outputs the target longitudinal braking force of the corresponding wheel.

[0011] Through the above technical solution, the embodiment of the present application can calculate the target longitudinal braking force through a closed-loop processing model to quickly and accurately determine the target longitudinal braking force of each vehicle and improve the accuracy of subsequent stability control.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the calculation of the target longitudinal braking force of the corresponding wheel based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle also includes: identifying whether there is a wheel with a failed caliper motor; when at least one caliper motor failure is identified, the longitudinal slip rate of the wheel corresponding to each non-failed caliper motor and the actual yaw angular velocity of the vehicle are input into a closed-loop processing model, and the closed-loop processing model outputs the target longitudinal braking force of each wheel corresponding to the non-failed caliper motor.

[0013] Through the above technical solution, the embodiment of the present application can achieve stability control of the vehicle based on the non-failed caliper motor when the caliper motor fails, thereby improving the robustness of stability control when the caliper motor fails.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the closed-loop processing model uses a closed-loop processing algorithm to perform data processing, wherein the closed-loop processing algorithm includes: obtaining the angular velocity difference between the actual yaw angular velocity and the target yaw angular velocity; determining the braking force required for vehicle body stability based on the angular velocity difference, and calculating the target longitudinal braking force of the corresponding wheel based on the braking force required for vehicle body stability and the longitudinal slip rate.

[0015] Through the above technical solution, the embodiment of the present application can process data based on the closed-loop processing algorithm in the closed-loop processing model, so as to calculate the target longitudinal braking force of the corresponding wheel, so as to facilitate the subsequent control of the target longitudinal braking force of each wheel.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when any caliper motor failure is identified, it also includes: obtaining the number and location of caliper motor failures; matching the target speed limit of the vehicle according to the number and / or location of caliper motor failures; and controlling the speed of the vehicle within the target speed limit.

[0017] Through the above technical solution, the embodiment of the present application can ensure the safety of the vehicle by limiting the vehicle speed when the caliper motor fails, and can appropriately limit the speed according to the number and location of failures, taking into account both safety and performance and improving user experience.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after controlling the vehicle speed to be within the target speed limit, it also includes: generating speed limit reminder information, and using the speed limit reminder information to remind the user of the speed limit.

[0019] Through the above technical solution, the embodiment of the present application can promptly remind the user after limiting the vehicle speed, so that the user can understand the speed limit of the vehicle in a timely manner, thereby improving the user's experience.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, obtaining the actual yaw angular velocity of the vehicle and the longitudinal slip rate of each wheel also includes: obtaining the actual wheel speed of each wheel; and calculating the slip rate of the corresponding wheel according to the actual wheel speed of each wheel.

[0021] Through the above technical solution, the embodiment of the present application can calculate the slip rate of each wheel based on the actual wheel speed of each wheel, so as to subsequently calculate the target longitudinal braking force of the corresponding wheel according to the slip rate and actual yaw angular velocity of each wheel.

[0022] In a second aspect, a stability control device is provided, which includes: an acquisition module for acquiring the actual yaw angular velocity of the vehicle and the longitudinal slip rate of each wheel; a calculation module for calculating the target longitudinal braking force of the corresponding wheel based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle; and a control module for controlling the braking mechanism of each wheel to output the corresponding target longitudinal braking force.

[0023] In a third aspect, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the stability control method as described in the above embodiment.

[0024] In a fourth aspect, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed, the stability control method as described in the above embodiment is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 is a flow chart of a stability control method provided in an embodiment of the present application;

[0026] Figure 2 is a block diagram of a stability control device provided in an embodiment of the present application;

[0027] Figure 3 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0029] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0030] The following will be combined Figure 1 The stability control method is explained in detail.

[0031] Figure 1 It is a schematic flow chart of a stability control method provided in an embodiment of the present application.

[0032] For example, Figure 1 As shown, the vehicle independently controls each wheel based on an electromechanical braking system, wherein the method includes:

[0033] In step S101 , the actual yaw rate of the vehicle and the longitudinal slip rate of each wheel are acquired.

[0034] It can be understood that the embodiments of the present application can obtain the actual yaw rate of the vehicle and the longitudinal slip ratio of each wheel through sensors, so as to facilitate the subsequent calculation of the target longitudinal braking force of the corresponding wheel.

[0035] It should be noted that the chassis structure of the vehicle in the embodiments of the present application mainly includes four EMB (Electromechanical Brake System) actuators, which can independently control the four wheels; the EMB is an actuator driven by a caliper motor and is installed on the caliper of the braking mechanism, and directly brakes the vehicle without media such as brake fluid; the EMB replaces the traditional hydraulic brake and is used for the main brake, and its application range is expanded.

[0036] Since relative motion occurs between the wheel and the ground when the wheel generates traction or braking force, and the slip ratio is the proportion of the sliding component in the wheel motion, the formula is defined as follows:

[0037] s=(u - u w ) / u×100%=(u - rω) / u×100%

[0038] Wherein, u is the vehicle speed; u w is the wheel speed; ω is the wheel rolling angular velocity; r is the wheel radius.

[0039] When the wheel is in pure rolling, u w =u, s = 0; when the wheel is locked and in pure sliding, u w =0, s = 100%; when the wheel is rolling and sliding, u>u w , 0 < s < 100%; the larger the wheel slip ratio, the larger the proportion of the sliding component in the wheel motion.

[0040] The embodiments of the present application can determine the slip ratio of each wheel of the vehicle by obtaining the adhesion coefficient between each wheel and the current driving road surface in real time through sensors; or determine the slip ratio of each wheel according to the current wheel speed and the current reference vehicle speed of each wheel; or detect the wheel slip state by constructing a wheel dynamics equation including the wheel driving torque and speed to express the adhesion characteristics between the wheel and the road surface, and obtain the slip ratio corresponding to the maximum adhesion coefficient by calculating the derivative change, without specific limitation.

[0041] As a possible implementation manner, obtaining the actual yaw rate of the vehicle and the longitudinal slip ratio of each wheel includes: obtaining the actual wheel speed of each wheel; calculating the slip ratio of the corresponding wheel according to the actual wheel speed of each wheel.

[0042] It can be understood that since tire-related parameters such as tire pressure, tire quality and tire wear will directly affect the wheel speed of each wheel, the embodiment of the present application can calculate the slip rate based on the wheel speed, and accurately control the braking force through the slip rate, thereby effectively overcoming the influence of related parameters on the braking force.

[0043] In an embodiment of the present application, in addition to obtaining the actual yaw rate of the vehicle and the longitudinal slip rate of each wheel, it also includes: detecting whether the vehicle satisfies the body stability control condition, and if so, obtaining the actual yaw rate of the vehicle and the longitudinal slip rate of each wheel.

[0044] It is understandable that the embodiments of the present application can detect whether the vehicle satisfies the body stability control condition, so as to subsequently calculate the target longitudinal braking force of the corresponding wheel when the body stability control condition is met.

[0045] It should be noted that, in the relevant technology, the determination of vehicle body stability can be based on the vehicle's yaw rate sensor, wheel speed sensor, steering wheel sensor, longitudinal acceleration sensor, lateral acceleration sensor, etc., to analyze the vehicle's driving status information, wherein satisfying the vehicle body stability control conditions may include oversteer or understeer situations, without specific limitation.

[0046] In step S102 , the target longitudinal braking force of each wheel is calculated according to the longitudinal slip rate of each wheel and the actual yaw rate of the vehicle.

[0047] It can be understood that when the actual yaw angular velocity is detected, it indicates that the vehicle body posture needs to be corrected, and different vehicle body postures and different longitudinal slip rates require different correction braking forces. Therefore, the embodiment of the present application can comprehensively consider the longitudinal slip rate and the actual yaw angular velocity of the vehicle to determine the target longitudinal braking force of each wheel, thereby achieving accurate correction of each vehicle body posture and improving the accuracy of stability control.

[0048] As a possible implementation method, the target longitudinal braking force of the corresponding wheel is calculated based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle, including: inputting the longitudinal slip rate and the actual yaw angular velocity of each wheel into a closed-loop processing model, and the closed-loop processing model outputs the target longitudinal braking force of the corresponding wheel.

[0049] It can be understood that the embodiment of the present application calculates the target longitudinal braking force of the corresponding wheel based on the closed-loop processing model, so as to facilitate the subsequent control of the braking mechanism of each wheel to output the corresponding target longitudinal braking force.

[0050] As another possible implementation method, the target longitudinal braking force of the corresponding wheel is calculated based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle, and the method also includes: identifying whether there is a wheel with a failed caliper motor; when at least one caliper motor failure is identified, the longitudinal slip rate of the wheel corresponding to each non-failed caliper motor and the actual yaw angular velocity of the vehicle are input into a closed-loop processing model, and the closed-loop processing model outputs the target longitudinal braking force of the wheel corresponding to each non-failed caliper motor.

[0051] It can be understood that when the embodiment of the present application identifies the failure of any caliper motor, the longitudinal slip rate of the wheel corresponding to the non-failed caliper motor and the actual yaw angular velocity of the vehicle are input into the closed-loop processing model, thereby calculating the target longitudinal braking force of the wheel corresponding to the non-failed caliper motor, and braking is performed using the non-failed side caliper motor to improve the robustness of braking.

[0052] It should be noted that, when the caliper motor of one of the vehicle's wheels fails, the braking force of the failed wheel can be calculated based on the slip rate of the non-failed wheel and the driver's requested braking force; in addition, when the braking force of the vehicle's caliper motor is insufficient, current compensation of the non-failed wheel can be performed based on the target yaw angular velocity and the actual yaw angular velocity, so that the caliper motor can generate the target longitudinal braking force.

[0053] In an embodiment of the present application, a closed-loop processing model performs data processing using a closed-loop processing algorithm, wherein the closed-loop processing algorithm includes: obtaining the angular velocity difference between an actual yaw angular velocity and a target yaw angular velocity; determining the braking force required for vehicle body stability based on the angular velocity difference, and calculating the target longitudinal braking force of the corresponding wheel based on the braking force required for vehicle body stability and the longitudinal slip rate.

[0054] Among them, the target yaw angular velocity can be calculated based on the vehicle's steering wheel angle and current vehicle speed; the yaw angular velocity refers to the deflection of the vehicle around the vertical axis, and the magnitude of the deflection represents the stability of the vehicle. If the deflection angular velocity reaches a threshold, it means that the vehicle has dangerous conditions such as skidding or drifting.

[0055] It is understandable that the embodiments of the present application can use a closed-loop processing algorithm to perform data processing and determine the target longitudinal braking force according to the angular velocity difference between the actual yaw angular velocity and the target yaw angular velocity, the longitudinal slip rate, etc.

[0056] Specifically, when the actual yaw velocity is greater than the target yaw velocity, the angular velocity difference between the actual yaw velocity and the target yaw velocity is obtained; the braking force required for vehicle body stability is determined according to the angular velocity difference, and the target longitudinal braking force of the corresponding wheel is calculated accordingly; the actual yaw velocity has positive and negative signs, so the vehicle body posture can be determined according to the positive and negative signs of the actual yaw velocity, for example, a positive actual yaw velocity is pre-calibrated to indicate a tilt to the left, and a negative actual yaw velocity is pre-calibrated to indicate a tilt to the right, etc., which can be determined according to the specific calibration.

[0057] Therefore, the embodiment of the present application can pre-calibrate the corresponding relationship between the angular velocity difference and the braking force required for vehicle body stability. For example, when the angular velocity difference is A, the corresponding correction value of the braking force required for vehicle body stability is aN·m, and the braking force of the wheel on each side can be determined according to the positive or negative actual yaw angular velocity.

[0058] For example, when the left tilt needs to be corrected, the braking force required for vehicle body stability can be determined based on the angular velocity difference, that is, the braking force difference between the left and right wheels is kept at a certain value, so that the vehicle body can be kept stable by assigning different target longitudinal braking forces to the wheels on both sides; assuming that the braking force required for vehicle body stability is 10N·m, that is, the braking force difference between the left and right sides is kept at 10N·m, then the target longitudinal braking force of the left wheel can be 0N·m, the target longitudinal braking force of the right wheel can be 10N·m, and so on.

[0059] The embodiment of the present application can also determine the basic braking force required to stabilize the vehicle body according to the vehicle speed. For example, when the vehicle speed is low, there is no need to apply braking force to the left wheel. If the vehicle speed is high, the basic braking force can be determined according to the correspondence between the vehicle speed and the basic braking force, thereby improving the effect of stability control through appropriate braking to avoid vehicle loss of control due to excessive speed. For example, when the vehicle speed is C, the corresponding basic braking force is 2, then the target longitudinal braking force of the left wheel is 2N·m, the target longitudinal braking force of the right wheel is 12N·m, and so on.

[0060] Since the slip rate of each wheel may be different, and the slip rate affects the braking effect, which in turn indirectly affects the stability control effect, the embodiment of the present application corrects the braking force of each wheel according to the longitudinal slip rate to obtain the target longitudinal braking force after determining the braking force required for vehicle body stability and the braking force of each wheel. For example, the larger the longitudinal slip rate, the lower the longitudinal adhesion coefficient of the wheel, so the corresponding target longitudinal braking force needs to be smaller to avoid skidding; the smaller the longitudinal slip rate, the higher the longitudinal adhesion coefficient of the wheel, and the corresponding target longitudinal braking force can be larger.

[0061] Therefore, the embodiment of the present application can pre-calibrate the corresponding relationship between the longitudinal slip rate and the correction value of the target braking force. For example, when the longitudinal slip rate is B, the correction value of the target braking force is bN·m. The target longitudinal braking force can be obtained by correcting the braking force of each wheel based on the correction value.

[0062] For example, when the current slip rate is detected to be the longitudinal slip rate and the longitudinal slip rate is 30%, the longitudinal adhesion coefficient of the wheel is low, and the braking force of the corresponding wheel needs to be appropriately reduced. According to the correspondence table between the longitudinal slip rate and the correction value of the target longitudinal braking force, the correction value of the target longitudinal braking force can be determined. For example, by looking up the correspondence table, it can be determined that the correction value corresponding to the longitudinal slip rate of 30% is 5. When the braking force of the corresponding wheel is detected to be 10N·m, due to the large longitudinal slip rate, it is necessary to appropriately reduce the response of the braking force required for vehicle body stability, and the corresponding target longitudinal braking force is 5N·m. If the corresponding wheel does not require the corresponding braking force, there is no need to make corrections based on the longitudinal slip rate.

[0063] It should be noted that the closed-loop processing algorithm is applicable to the case where a caliper motor fails or all caliper motors are normal. The following will be explained by using the closed-loop processing model to calculate the target longitudinal braking force of each wheel corresponding to each non-failed caliper motor as an example, as follows:

[0064] When the steering wheel is always deflected to one side or the brake disc shakes as a whole when the vehicle is braking, the caliper motor can be determined to be failed. When any caliper motor is detected to be failed, the longitudinal slip rate of the wheel corresponding to the non-failed caliper motor, the braking force required for vehicle body stability, vehicle speed, and steering wheel angle are input into the closed-loop processing model, and the target longitudinal braking force of the corresponding wheel is output, including the following situations:

[0065] When the vehicle generates a certain actual yaw rate, the closed-loop processing model calculates the target yaw rate based on input signals such as the steering wheel angle and the vehicle speed. When the actual yaw rate is greater than the target yaw rate, the braking force required for vehicle body stability is determined based on the angular velocity difference between the actual yaw rate and the target yaw rate, and the target longitudinal braking force of the non-failed caliper motor corresponding to the wheel is calculated based on the braking force required for vehicle body stability. This algorithm has been described in the above method and will not be repeated here to avoid redundancy.

[0066] Specifically, in order to avoid the problem of inaccuracy in the target yaw rate calculation when the vehicle is in an unstable state, the embodiment of the present application obtains the steering wheel angle value after deviation compensation, the current vehicle speed, the characteristic vehicle speed, the wheelbase and the steering between the steering wheel angle and the wheel angle during the specific calculation, and calculates the target yaw rate based on the steering wheel angle value after deviation compensation, the current vehicle speed, the characteristic vehicle speed, the wheelbase and the steering between the steering wheel angle and the wheel angle, thereby improving the accuracy of the target yaw angle calculation, and the calculation method of the embodiment of the present application can also be applied to the calculation of the target yaw rate in a stable state, with better applicability. Among them, the formula for calculating the target yaw rate is as follows:

[0067]

[0068] Among them, w is the target yaw rate, a is the steering wheel angle value after deviation compensation, V1 is the current vehicle speed, V2 is the characteristic vehicle speed, l is the wheelbase, and α is the steering ratio between the steering wheel angle and the wheel angle, i.e. the steering characteristic. Among them, the characteristic vehicle speed is used to describe the parameters of the vehicle's understeering characteristics. When the vehicle speed reaches the preset value, the vehicle's steady-state angular velocity gain (the ratio of the yaw rate to the front wheel angle, also known as steering sensitivity) reaches the maximum value.

[0069] In the embodiment of the present application, when any caliper motor failure is identified, it also includes: matching the target speed limit of the vehicle according to the number and / or location of the failed caliper motors; and controlling the vehicle speed to be within the target speed limit.

[0070] It can be understood that the embodiments of the present application can ensure the safety of the vehicle by limiting the vehicle speed when the caliper motor fails, and can appropriately limit the speed according to the number and location of failures, taking into account both safety and performance and improving user experience.

[0071] Specifically, the number of failed caliper motors of the vehicle is identified. When any one caliper motor is identified as failed, the speed limit is any speed within the first speed range, such as 60kph; when any two caliper motors are identified as failed, the speed limit is any speed within the second speed range, such as 10kph, and the maximum value within the second speed range is less than the minimum value within the first speed range; when any three caliper motors are identified as failed, the vehicle will brake with the only remaining caliper motor or assist in braking with motor energy recovery until the vehicle stops, and cut off the power in time after stopping, to improve the safety of the vehicle.

[0072] In the embodiment of the present application, after controlling the vehicle speed to be within the target speed limit, it also includes: generating speed limit reminder information, and using the speed limit reminder information to remind the user of the speed limit.

[0073] It is understandable that the embodiments of the present application can promptly remind the user after limiting the vehicle speed, so that the user can promptly understand the speed limit of the vehicle, thereby improving the user's experience.

[0074] Specifically, based on the actual condition of the caliper motor of each wheel of the vehicle, the corresponding speed limit reminder is displayed on the vehicle's display screen, and / or the speed limit reminder is announced by voice, such as: "There is a braking problem, the speed must be limited to below 60kph" or "There is an abnormal braking situation, please pull over" and other prompt messages, without specific limitation.

[0075] In step S103, the braking mechanism of each wheel is controlled to output a corresponding target longitudinal braking force.

[0076] It can be understood that the embodiments of the present application can control the braking mechanism of each wheel to output a corresponding target longitudinal braking force, thereby achieving stability control of the vehicle body, thereby ensuring the stability of the vehicle body and effectively improving driving safety.

[0077] In an embodiment of the present application, the braking structure of each wheel is controlled to output a corresponding target longitudinal braking force, including: obtaining the current braking force of each wheel; and controlling the output target current of the caliper motor in the corresponding braking mechanism according to the current braking force of each wheel and the corresponding target longitudinal braking force.

[0078] It can be understood that the embodiments of the present application can control the caliper motor in the corresponding brake mechanism to output the target current according to the current braking force of each wheel and the corresponding target longitudinal braking force, wherein when the target longitudinal braking force is greater than the current braking force, the target current is increased; when the target longitudinal braking force is less than the current braking force, the target current is reduced.

[0079] In summary, the embodiments of the present application can calculate the target longitudinal braking force of the corresponding wheel based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle when the vehicle body is unstable, and control the braking mechanism of each wheel to output the corresponding target longitudinal braking force. Since each wheel is independently controllable, each wheel can be controlled to output a more accurate longitudinal braking force, thereby maintaining the stability of the vehicle body by independently controlling each wheel to output an accurate longitudinal braking force, effectively improving the effect of stability control, and maintaining the stability of the vehicle body more quickly.

[0080] Figure 2 It is a block diagram of a stability control device provided in an embodiment of the present application.

[0081] For example, Figure 2 As shown, the device 10 may include: an acquisition module 100 , a calculation module 200 and a control module 300 .

[0082] Among them, the acquisition module 100 is used to obtain the actual yaw angular velocity of the vehicle and the longitudinal slip rate of each wheel; the calculation module 200 is used to calculate the target longitudinal braking force of the corresponding wheel according to the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle; the control module 300 is used to control the braking mechanism of each wheel to output the corresponding target longitudinal braking force.

[0083] In the embodiment of the present application, the acquisition module 100 is further used to: acquire the actual wheel speed of each wheel; and calculate the longitudinal slip rate of the corresponding wheel according to the actual wheel speed of each wheel.

[0084] In the embodiment of the present application, the calculation module 200 is further used to: input the longitudinal slip rate of each wheel and the actual yaw rate of the vehicle into a closed-loop processing model, and the closed-loop processing model outputs the target longitudinal braking force of the corresponding wheel.

[0085] In the embodiment of the present application, the calculation module 200 is further used to: identify whether there is a wheel with a failed caliper motor; when at least one caliper motor failure is identified, the longitudinal slip rate of the wheel corresponding to each non-failed caliper motor and the actual yaw angular velocity of the vehicle are input into a closed-loop processing model, and the closed-loop processing model outputs the target longitudinal braking force of the wheel corresponding to each non-failed caliper motor.

[0086] In an embodiment of the present application, a closed-loop processing model performs data processing using a closed-loop processing algorithm, wherein the closed-loop processing algorithm comprises: determining the braking force required for vehicle body stability based on an actual yaw angular velocity; obtaining the angular velocity difference between an actual yaw angular velocity and a target yaw angular velocity; determining the braking force difference on both sides of the vehicle body based on the angular velocity difference, and calculating the target longitudinal braking force of each wheel based on the braking difference and the braking force required for vehicle body stability.

[0087] In the embodiment of the present application, the device 10 further includes: a speed limit module, which is used to match the target speed limit of the vehicle according to the number and / or location of the caliper motor failures; and control the vehicle speed within the target speed limit.

[0088] In the embodiment of the present application, the device 10 further includes: a reminder module, which generates speed limit reminder information and uses the speed limit reminder information to remind the user of the speed limit.

[0089] In the embodiment of the present application, the control module 300 is further used to: obtain the current braking force of each wheel; and control the output target current of the caliper motor in the corresponding brake mechanism according to the current braking force and the corresponding target longitudinal braking force.

[0090] It should be noted that the aforementioned explanation of the stability control method embodiment is also applicable to the stability control device of this embodiment and will not be repeated here.

[0091] In summary, the embodiments of the present application can detect the longitudinal slip rate of each wheel of the vehicle when the vehicle is under body stability control based on the detection module, and calculate the target longitudinal braking force of the corresponding wheel based on the longitudinal slip rate of each wheel and the actual yaw angular velocity of the vehicle based on the calculation module, and control the braking mechanism of each wheel to output the corresponding target longitudinal braking force based on the control module. Since each wheel is independently controllable, each wheel can be controlled to output a more accurate longitudinal braking force, thereby maintaining the stability of the vehicle body by independently controlling each wheel to output an accurate longitudinal braking force, effectively improving the effect of stability control, and maintaining the stability of the vehicle body more quickly.

[0092] Figure 3 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0093] A memory 301 , a processor 302 , and a computer program stored in the memory 301 and executable on the processor 302 .

[0094] When the processor 302 executes the program, the braking control method provided in the above embodiment is implemented.

[0095] Furthermore, the vehicle also includes:

[0096] The communication interface 303 is used for communication between the memory 301 and the processor 302 .

[0097] The memory 301 is used to store computer programs that can be run on the processor 302 .

[0098] The memory 301 may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory.

[0099] If the memory 301, the processor 302 and the communication interface 303 are implemented independently, the communication interface 303, the memory 301 and the processor 302 can be connected to each other through a bus and communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 3 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0100] Optionally, in a specific implementation, if the memory 301, the processor 302 and the communication interface 303 are integrated on a chip, the memory 301, the processor 302 and the communication interface 303 can communicate with each other through an internal interface.

[0101] The processor 302 may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0102] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement the stability control method provided in the above-mentioned embodiment.

[0103] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0104] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0105] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A stability control method, in which a vehicle independently controls each wheel based on an electronic mechanical braking system, characterized in that: The method comprises: Obtaining an actual yaw rate of the vehicle and a longitudinal slip rate of each wheel; Calculating a target longitudinal braking force of a corresponding wheel according to the longitudinal slip rate of each wheel and the actual yaw rate of the vehicle; The braking mechanism of each wheel is controlled to output a corresponding target longitudinal braking force.

2. The method according to claim 1, characterized in that The controlling the brake structure of each wheel to output a corresponding target longitudinal braking force comprises: Obtaining the current braking force of each wheel; The caliper motor in the corresponding brake mechanism is controlled to output a target current according to the current braking force of each wheel and the corresponding target longitudinal braking force.

3. The method according to claim 1, characterized in that The calculating the target longitudinal braking force of the corresponding wheel according to the longitudinal slip rate of each wheel and the actual yaw rate of the vehicle comprises: The longitudinal slip rate of each wheel and the actual yaw rate of the vehicle are input into a closed-loop processing model, and the closed-loop processing model outputs a target longitudinal braking force of the corresponding wheel.

4. The method according to claim 1, characterized in that: The step of calculating the target longitudinal braking force of the corresponding wheel according to the longitudinal slip rate of each wheel and the actual yaw rate of the vehicle further includes: Identifying whether a caliper motor of each wheel fails; When at least one caliper motor failure is identified, the longitudinal slip rate of the wheel corresponding to each non-failed caliper motor and the actual yaw rate of the vehicle are input into a closed-loop processing model, and the closed-loop processing model outputs the target longitudinal braking force of the wheel corresponding to each non-failed caliper motor.

5. The method according to claim 3 or 4, characterized in that: The closed-loop processing model performs data processing using a closed-loop processing algorithm, wherein the closed-loop processing algorithm includes: Obtaining the angular velocity difference between the actual yaw angular velocity and the target yaw angular velocity; The braking force required for vehicle body stability is determined according to the angular velocity difference, and the target longitudinal braking force of the corresponding wheel is calculated according to the braking force required for vehicle body stability and the longitudinal slip rate.

6. The method according to claim 4, characterized in that When any caliper motor failure is detected, it also includes: Get the number and location of caliper motor failures; matching a target speed limit for the vehicle according to the number and / or location of caliper motor failures; The vehicle speed is controlled to be within the target speed limit.

7. The method according to claim 6, characterized in that After controlling the speed of the vehicle to be within the target speed limit, the method further includes: Generate speed limit reminder information, and use the speed limit reminder information to remind the user of the speed limit.

8. The method according to claim 1, characterized in that Acquiring the actual yaw rate of the vehicle and the longitudinal slip rate of each wheel also includes: Obtaining the actual wheel speed of each wheel; The slip ratio of the corresponding wheel is calculated according to the actual wheel speed of each wheel.

9. A vehicle, characterized in that: The vehicle comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the stability control method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the stability control method according to any one of claims 1 to 8 is implemented.

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