Stability control method, vehicle, and storage medium

Abstract

The application provides a stability control method, a vehicle and a storage medium. The method is applied to the field of vehicles and includes the following steps: acquiring 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; and controlling a braking mechanism of each wheel to output the target longitudinal braking force. The method can control each wheel to output a more accurate longitudinal braking force, thereby keeping the vehicle body stable by independently controlling each wheel to output an accurate longitudinal braking force, effectively improving the effect of stability control, and keeping the vehicle body stable more quickly.

Description

Technical Field

[0001] This 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 Technology

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

[0003] Taking an emergency turn as an example, when the vehicle 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 lines 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, most braking systems in related technologies are hydraulic brakes. But because the hydraulic lines of the front and rear brake calipers are the same, the braking force between different tires is the same during braking. However, due to the uneven wear of the tires, it is impossible to control the vehicle's stability in time, which can easily lead to dangerous situations such as vehicle rollover. Summary of the Invention

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

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

[0007] Through the above technical solution, the embodiments of this application can calculate the target longitudinal braking force of the corresponding wheel based on the longitudinal slip ratio of each wheel and the actual yaw rate 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, the longitudinal braking force of each wheel can be controlled to be output more accurately. Thus, by independently controlling each wheel to output accurate longitudinal braking force, the vehicle body is kept stable, effectively improving the stability control effect and maintaining vehicle body stability more quickly.

[0008] In conjunction with the first aspect, in some possible implementations, controlling the braking structure of each wheel to output a corresponding target longitudinal braking force includes: acquiring 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 solution, the embodiments of this application can control the output target current of the caliper motor in the corresponding braking mechanism according to the current braking force and the target longitudinal braking force. By independently controlling the output target current of the caliper motor of each vehicle, the accuracy of the longitudinal braking force output of each wheel can be achieved.

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

[0011] Through the above technical solution, the embodiments of this application can calculate the target longitudinal braking force through a closed-loop processing model, so as 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 implementation methods, in some possible implementation methods, the step of calculating the target longitudinal braking force of the corresponding wheel based on the longitudinal slip ratio of each wheel and the actual yaw rate of the vehicle further includes: identifying whether there are wheels with caliper motor failures; when at least one caliper motor failure is identified, inputting the longitudinal slip ratio of the wheel corresponding to each non-failed caliper motor and the actual yaw rate of the vehicle into a closed-loop processing model, and the closed-loop processing model outputting the target longitudinal braking force of the wheel corresponding to each non-failed caliper motor.

[0013] Through the above technical solution, the embodiments of this application can achieve vehicle stability control 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 implementation methods, in some possible implementation methods, the closed-loop processing model uses a closed-loop processing algorithm for data processing, wherein the closed-loop processing algorithm includes: obtaining the angular velocity difference between the actual yaw rate and the target yaw rate; determining the braking force required for vehicle 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 stability and the longitudinal slip ratio.

[0015] Through the above technical solution, the embodiments of this application can process data based on the closed-loop processing algorithm in the closed-loop processing model, thereby calculating 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 implementation methods, in some possible implementation methods, when any caliper motor failure is detected, the method further includes: obtaining the number and location of caliper motor failures; matching the target speed limit of the vehicle based on the number and / or location of caliper motor failures; and controlling the vehicle speed to be within the target speed limit.

[0017] Through the above technical solution, the embodiments of this application can ensure vehicle safety by limiting vehicle speed when the caliper motor fails, and can appropriately limit the speed according to the number and location of failures, balancing safety and performance, and improving user experience.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after controlling the vehicle speed to be within the target speed limit, the method further 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 embodiments of this application can promptly remind the user after limiting the vehicle speed, so that the user can understand the vehicle's speed limit status in a timely manner and improve the user experience.

[0020] In combination with the first aspect and the above implementation methods, in some possible implementation methods, obtaining the actual yaw rate of the vehicle and the longitudinal slip ratio of each wheel further includes: obtaining the actual wheel speed of each wheel; and calculating the slip ratio of the corresponding wheel based on the actual wheel speed of each wheel.

[0021] Through the above technical solution, the embodiments of this application can calculate the slip ratio of each wheel based on the actual wheel speed of each wheel, so as to calculate the target longitudinal braking force of the corresponding wheel based on the slip ratio and actual yaw rate of each wheel.

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

[0023] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the stability control method as described in the above embodiments.

[0024] Fourthly, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program that, when executed, implements the stability control method as described in the above embodiments. Attached Figure Description

[0025] Figure 1 This is a flowchart of the stability control method provided in the embodiments of this application;

[0026] Figure 2 This is a block diagram of the stability control device provided in the embodiments of this application;

[0027] Figure 3 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Detailed Implementation

[0028] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0029] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0030] The following will combine Figure 1 The stability control methods are explained in detail.

[0031] Figure 1 This is a schematic flowchart of a stability control method provided in an embodiment of this application.

[0032] For example, such as 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 ratio of each wheel are obtained.

[0034] It can be understood that 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 calculate the target longitudinal braking force of the corresponding wheel subsequently.

[0035] It should be noted that the chassis structure of the vehicle in 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 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 has been 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] Where, 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] Embodiments of the present application can obtain the adhesion coefficient between each wheel of the vehicle and the current driving road surface through sensors to determine the wheel slip ratio; or determine the wheel slip ratio 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 rotational 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 method, 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 is understandable that tire parameters such as tire pressure, tire mass, and tire wear directly affect the wheel speed of each wheel. Therefore, the embodiments of this application can calculate the slip ratio based on the wheel speed and achieve accurate control of braking force through the slip ratio, thereby effectively overcoming the influence of relevant parameters on braking force.

[0043] In the embodiments of this application, in obtaining the actual yaw rate of the vehicle and the longitudinal slip ratio of each wheel, the method further includes: detecting whether the vehicle meets the vehicle stability control conditions; if it does, then obtaining the actual yaw rate of the vehicle and the longitudinal slip ratio of each wheel.

[0044] It is understood that the embodiments of this application can detect whether the vehicle meets the vehicle stability control conditions, so as to calculate the target longitudinal braking force of the corresponding wheel when the vehicle stability control conditions are met.

[0045] It should be noted that in related technologies, the determination of vehicle stability can be based on the analysis of the vehicle's driving status information by using yaw rate sensors, wheel speed sensors, steering wheel sensors, longitudinal acceleration sensors, lateral acceleration sensors, etc. Among them, the conditions for meeting vehicle stability control can include situations of oversteering or understeering, without being specifically limited.

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

[0047] It is understood that when the actual yaw rate is detected, it indicates that the vehicle body attitude needs to be corrected. Different vehicle body attitudes and different longitudinal slip ratios require different corrective braking forces. Therefore, the embodiments of this application can comprehensively consider the longitudinal slip ratio and the actual yaw rate of the vehicle to determine the target longitudinal braking force for each wheel, thereby achieving accurate correction of each vehicle body attitude and improving the accuracy of stability control.

[0048] As one possible approach, the target longitudinal braking force of the corresponding wheel is calculated based on the longitudinal slip ratio of each wheel and the actual yaw rate of the vehicle. This includes inputting the longitudinal slip ratio and actual yaw rate of each wheel into a closed-loop processing model, and the closed-loop processing model outputting the target longitudinal braking force of the corresponding wheel.

[0049] It is understood that the embodiments of this application calculate 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 approach, the target longitudinal braking force of the corresponding wheel is calculated based on the longitudinal slip ratio of each wheel and the actual yaw rate of the vehicle. This also includes: identifying whether there are wheels with caliper motor failures; when at least one caliper motor failure is identified, the longitudinal slip ratio of the wheel corresponding to each non-failed caliper motor and the actual yaw rate of the vehicle are input into the 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 is understood that, in the embodiments of this application, when any caliper motor failure is detected, the longitudinal slip ratio of the wheel corresponding to the non-failed caliper motor and the actual yaw rate of the vehicle are input into the closed-loop processing model to calculate the target longitudinal braking force of the wheel corresponding to the non-failed caliper motor, and the braking is performed using the non-failed caliper motor, thereby improving 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 ratio 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 can be performed on the non-failed wheel based on the target yaw rate and the actual yaw rate, so that the caliper motor can generate the target longitudinal braking force.

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

[0054] The target yaw rate can be calculated based on the steering wheel angle and the current vehicle speed. Yaw rate refers to the deflection of the car around its vertical axis. The magnitude of this deflection represents the stability of the car. If the yaw rate reaches a threshold, it indicates that the car is experiencing dangerous conditions such as skidding or fishtailing.

[0055] It is understood that the embodiments of this application can use a closed-loop processing algorithm to process data and determine the target longitudinal braking force based on the difference between the actual yaw rate and the target yaw rate, the longitudinal slip ratio, etc.

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

[0057] Therefore, the embodiments of this application can pre-calibrate the correspondence between the angular velocity difference and the braking force required for vehicle stability. For example, when the angular velocity difference is A, the corresponding correction value of the braking force required for vehicle stability is aN·m, and the braking force of each wheel can be determined according to the sign of the actual yaw rate.

[0058] For example, when a tilt to the left requires correction, the braking force required for vehicle stability can be determined based on the difference in angular velocity. That is, the difference in braking force between the left and right wheels is kept constant, thereby maintaining vehicle stability by applying different target longitudinal braking forces to the two wheels. Assuming the braking force required for vehicle stability is 10 N·m, that is, keeping the difference in braking force between the left and right sides at 10 N·m, then the target longitudinal braking force for the left wheel can be 0 N·m, and the target longitudinal braking force for the right wheel can be 10 N·m, etc.

[0059] This application embodiment can also determine the basic braking force required to stabilize the vehicle body based on the vehicle speed. For example, when the vehicle speed is low, it is not necessary to apply braking force to the left wheel. If the vehicle speed is high, the basic braking force can be determined based on the correspondence between the vehicle speed and the basic braking force, thereby improving the stability control effect through appropriate braking and avoiding loss of vehicle control due to excessive speed. For example, when the vehicle speed is C, the corresponding basic braking force is 2. At this time, the target longitudinal braking force of the left wheel is 2 N·m, and the target longitudinal braking force of the right wheel is 12 N·m, etc.

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

[0061] Therefore, in the embodiments of this application, the correspondence between the longitudinal slip ratio and the correction value of the target braking force can be pre-calibrated. For example, when the longitudinal slip ratio is B, the correction value of the target braking force is bN·m. Then, 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 detected slip ratio is longitudinal slip ratio of 30%, the wheel's longitudinal adhesion coefficient is low, requiring a reduction in the braking force of the corresponding wheel. Based on the correspondence table between longitudinal slip ratio and target longitudinal braking force correction values, the correction value for the target longitudinal braking force can be determined. For instance, by consulting the table, a correction value of 5 corresponds to a longitudinal slip ratio of 30%. When the detected braking force of the corresponding wheel is 10 N·m, due to the relatively large longitudinal slip ratio, the braking force required for vehicle stability needs to be appropriately reduced; therefore, the corresponding target longitudinal braking force is 5 N·m. If the corresponding wheel does not require a corresponding braking force, no correction based on the longitudinal slip ratio is needed.

[0063] It should be noted that the closed-loop processing algorithm is applicable to situations where there is caliper motor failure or all caliper motors are functioning normally. The following will illustrate this by using the closed-loop processing model to calculate the target longitudinal braking force of the wheel corresponding to each non-failed caliper motor, as follows:

[0064] If the system detects situations such as the steering wheel consistently turning to one side or the brake disc vibrating during vehicle braking, it can be determined that the caliper motor has failed. When any caliper motor failure is detected, the longitudinal slip ratio of the wheel corresponding to the non-failed caliper motor, the braking force required for vehicle stability, the vehicle speed, and the steering wheel angle are input into the closed-loop processing model. The output is the target longitudinal braking force for the corresponding wheel, 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 steering wheel angle and vehicle speed. When the actual yaw rate is greater than the target yaw rate, the braking force required for vehicle stability is determined based on the angular velocity difference between the actual yaw rate and the target yaw rate. The target longitudinal braking force of the wheel corresponding to the non-failed caliper motor is then calculated based on the braking force required for vehicle stability. This algorithm has been described in the above method and will not be repeated here to avoid redundancy.

[0066] Specifically, to avoid inaccuracies in calculating the target yaw rate when the vehicle is unstable, this embodiment of the application obtains the steering wheel angle value after deviation compensation, the current vehicle speed, the characteristic vehicle speed, the wheelbase, and the steering angle between the steering wheel angle and the wheel angle during the calculation. The target yaw rate is calculated based on these factors, thereby improving the accuracy of the target yaw rate calculation. Furthermore, the calculation method of this embodiment can also be applied to the calculation of the target yaw rate in a stable state, offering better applicability. The formula for calculating the target yaw rate is as follows:

[0067]

[0068] Where 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. The characteristic vehicle speed is a parameter used to describe the vehicle's understeer characteristics. When the vehicle speed reaches a preset value, the vehicle's steady-state angular velocity gain (the ratio of yaw rate to front wheel angle, also known as steering sensitivity) reaches its maximum value.

[0069] In this embodiment of the application, when any caliper motor failure is detected, the method further includes: matching the target speed limit of the vehicle based on the number and / or location of the caliper motor failures; and controlling the vehicle speed to be within the target speed limit.

[0070] It is understood that the embodiments of this application can ensure vehicle safety by limiting vehicle speed when the caliper motor fails, and can appropriately limit the speed according to the number and location of failures, balancing safety and performance, and improving user experience.

[0071] Specifically, the system identifies the number of caliper motor failures in the vehicle. When any one caliper motor failure is detected, the vehicle speed is limited to any speed within a first speed range, such as 60 kph. When any two caliper motor failures are detected, the vehicle speed is limited to any speed within a second speed range, such as 10 kph, where the maximum value within the second speed range is less than the minimum value within the first speed range. When any three caliper motor failures are detected, the vehicle will brake using only the remaining caliper motor or through regenerative braking until the vehicle comes to a complete stop. Power is then promptly cut off after the vehicle comes to a complete stop to improve vehicle safety.

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

[0073] It is understood that the embodiments of this application can promptly remind the user after limiting the vehicle speed, so that the user can be aware of the vehicle's speed limit status in a timely manner, thereby improving the user experience.

[0074] Specifically, based on the actual condition of the caliper motors of each wheel of the vehicle, the corresponding speed limit reminder is displayed on the vehicle's screen, and / or a speed limit reminder is given via voice, such as: "Braking has occurred, speed must be limited to below 60kph" or "Braking has malfunctioned, please pull over," etc., without specific limitations.

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

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

[0077] In this embodiment of the application, controlling the braking structure of each wheel to output the corresponding target longitudinal braking force includes: acquiring 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 is understood that, in the embodiments of this application, the caliper motor in the corresponding braking mechanism can be controlled to output a target current based on the current braking force and the corresponding target longitudinal braking force of each wheel. Specifically, 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 decreased.

[0079] In summary, the embodiments of this application can calculate the target longitudinal braking force of each wheel based on the longitudinal slip ratio of each wheel and the actual yaw rate 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, the output of longitudinal braking force of each wheel can be controlled to be more accurate. Thus, by independently controlling each wheel to output accurate longitudinal braking force, the vehicle body is kept stable, effectively improving the stability control effect and maintaining vehicle body stability more quickly.

[0080] Figure 2 This is a block diagram of a stability control device provided in an embodiment of this application.

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

[0082] The acquisition module 100 is used to acquire the actual yaw rate of the vehicle and the longitudinal slip ratio of each wheel; the calculation module 200 is used to calculate the target longitudinal braking force of the corresponding wheel based on the longitudinal slip ratio of each wheel and the actual yaw rate of the vehicle; and the control module 300 is used to control the braking mechanism of each wheel to output the corresponding target longitudinal braking force.

[0083] In this embodiment of the application, the acquisition module 100 is further configured to: acquire the actual wheel speed of each wheel; and calculate the longitudinal slip ratio of the corresponding wheel based on the actual wheel speed of each wheel.

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

[0085] In this embodiment of the application, the calculation module 200 is further used to: identify whether there is a wheel with a failed caliper motor; when at least one failed caliper motor is identified, the longitudinal slip ratio of the wheel corresponding to each non-failed caliper motor and the actual yaw rate of the vehicle are input into the 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 this embodiment of the application, the closed-loop processing model uses a closed-loop processing algorithm for data processing. The closed-loop processing algorithm includes: determining the braking force required for vehicle stability based on the actual yaw rate; obtaining the angular velocity difference between the actual yaw rate and the target yaw rate; determining the braking force difference between the two sides of the vehicle based on the angular velocity difference; and calculating the target longitudinal braking force for each wheel based on the braking difference and the braking force required for vehicle stability.

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

[0088] In this embodiment of the 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 this embodiment, the control module 300 is further configured to: acquire the current braking force of each wheel; and control the output target current of the caliper motor in the corresponding braking mechanism according to the current braking force and the corresponding target longitudinal braking force.

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

[0091] In summary, the embodiments of this application can detect the longitudinal slip ratio of each wheel during vehicle stability control based on the detection module, calculate the target longitudinal braking force of the corresponding wheel based on the longitudinal slip ratio of each wheel and the actual yaw rate 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, the longitudinal braking force of each wheel can be controlled to be more accurate. Thus, by independently controlling each wheel to output accurate longitudinal braking force, the vehicle body stability is maintained, effectively improving the stability control effect and maintaining vehicle body stability more quickly.

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

[0093] The memory 301, the processor 302, and the computer program stored on the memory 301 and capable of running on the processor 302.

[0094] When the processor 302 executes the program, it implements the braking control method provided in the above embodiments.

[0095] Furthermore, the vehicle also includes:

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

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

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

[0099] If the memory 301, processor 302, and communication interface 303 are implemented independently, then the communication interface 303, memory 301, and processor 302 can be interconnected via a bus to complete communication between them. 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 address bus, data bus, control bus, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

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

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

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

[0103] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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 this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0105] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A stability control method, wherein a vehicle independently controls each wheel based on an electromechanical braking system, characterized in that, The method includes: Obtain the actual yaw rate of the vehicle and the longitudinal slip ratio of each wheel; The target longitudinal braking force of the corresponding wheel is calculated based on the longitudinal slip ratio 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. The calculation of the target longitudinal braking force for each wheel based on its longitudinal slip ratio and the vehicle's actual yaw rate includes: inputting the longitudinal slip ratio of each wheel and the vehicle's actual yaw rate into a closed-loop processing model, which outputs the target longitudinal braking force for the corresponding wheel. The closed-loop processing model uses a closed-loop processing algorithm for data processing, wherein the algorithm includes: obtaining the angular velocity difference between the actual yaw rate and the target yaw rate; determining the braking force required for vehicle stability based on the angular velocity difference; and calculating the target longitudinal braking force for the corresponding wheel based on the braking force required for vehicle stability and the longitudinal slip ratio. The formula for calculating the target yaw rate is as follows: Where w is the target yaw rate, V1 is the steering wheel angle value after deviation compensation, V2 is the current 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 characteristics.

2. The method according to claim 1, characterized in that, The method of controlling the braking structure of each wheel to output the corresponding target longitudinal braking force includes: Obtain the current braking force for each wheel; The caliper motor in the corresponding braking mechanism is controlled to output the target current based on the current braking force and the corresponding target longitudinal braking force of each wheel.

3. The method according to claim 1, characterized in that, The step of calculating the target longitudinal braking force for the corresponding wheel based on the longitudinal slip ratio of each wheel and the actual yaw rate of the vehicle further includes: Identify whether the caliper motor of each wheel is malfunctioning; When at least one caliper motor failure is detected, the longitudinal slip ratio of the wheel corresponding to each non-failed caliper motor and the actual yaw rate of the vehicle are input into the 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.

4. The method according to claim 3, characterized in that, When any caliper motor failure is detected, the following is also included: Obtain the number and location of caliper motor failures; Match the target speed limit of the vehicle based on the number and / or location of caliper motor failures; The vehicle speed is controlled to be within the target speed limit.

5. The method according to claim 4, characterized in that, After controlling the vehicle's speed to be within the target speed limit, the method further includes: Generate a speed limit reminder message and use the speed limit reminder message to remind the user of the speed limit.

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

7. A vehicle, characterized in that, The vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the stability control method as described in any one of claims 1 to 6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the stability control method as described in any one of claims 1 to 6.

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