Vehicle stability control method and device, equipment and storage medium

Abstract

The invention provides a vehicle stability control method, device and equipment and a storage medium, and relates to the technical field of new energy vehicle chassis electronic control, and the method comprises the following steps: determining whether the vehicle oversteers or insufficiently steers based on the yaw velocity deviation of the current vehicle and the difference between the mass center side slip angles of the front and rear shafts of the vehicle; if yes, determining a target deviation value according to the yaw velocity deviation and the difference between the front and rear axle side slip angles, and determining a first control quantity of the vehicle based on the target deviation value; determining a target slip rate of each wheel based on the first control quantity, a distribution coefficient of at least two wheels of the vehicle and an actual slip rate of each wheel, the distribution coefficient of each wheel being a parameter related to a vehicle weight and a road adhesion coefficient of the vehicle, the obtained target slip rate is used for a bottom layer controller of the vehicle to perform stability control of the vehicle based on the target slip rate of each wheel. According to the invention, the stability of vehicle control is improved.

Description

Technical Field

[0001] The present invention relates to the field of new energy vehicle chassis electronic control technology, and in particular to a vehicle stability control method, device, equipment and storage medium. Background Art

[0002] When the vehicle understeers or oversteers, the vehicle's Electronic Stability Control (ESC) system will actively control and generate target control quantities such as yaw torque to assist in adjusting the vehicle's posture. However, when adjusting the yaw torque in a certain direction, there may be multiple different forms of brake distribution between multiple wheels. At this time, how to effectively determine the distribution of brake control quantities for each wheel is an urgent problem to be solved.

[0003] In the prior art, the braking control pressure is generally distributed to each wheel based on the target control amount by setting a fixed rule. For example, when understeering, a certain pressure is applied to the inner front wheel according to a fixed value or by looking up a table. This solution is simple and direct, but it will affect the smoothness and control effect during control intervention, and the stability of vehicle control is relatively weak. Summary of the invention

[0004] In view of the problems existing in the prior art, the present invention provides a vehicle stability control method, device, equipment and storage medium, which improve the smoothness and control effect of vehicle stability control and enhance the stability of control.

[0005] In a first aspect, the present invention provides a vehicle stability control method, the method comprising the following steps: Determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between the center-of-mass sideslip angles of the front and rear axles of the vehicle; In the case where the vehicle is oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determining a first control amount of the vehicle based on the target deviation value; Based on the first control quantity of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, the target slip rate of each wheel is determined; the distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip rate is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip rate of each wheel.

[0006] According to a vehicle stability control method provided by the present invention, determining whether the vehicle has oversteering or understeering based on the current yaw rate deviation of the vehicle and the difference between the center of mass sideslip angles of the front and rear axles of the vehicle comprises: Acquiring the vehicle speed and the steering wheel angle of the vehicle; determining a driver's ideal yaw rate based on a speed of the vehicle and a steering wheel angle of the vehicle; Determining a yaw rate deviation according to the ideal yaw rate and the actual yaw rate; Determining a target deviation value based on the yaw rate deviation and a difference between the center of mass sideslip angles of the front and rear axles of the vehicle; Based on the target deviation value, it is determined whether the vehicle is oversteering or understeering.

[0007] According to a vehicle stability control method provided by the present invention, the target slip rate of each wheel is determined based on a first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip rate of each wheel, including: performing limit processing on the first control amount of the vehicle to obtain a second control amount of the vehicle; determining a target slip ratio adjustment amount of each wheel based on a second control amount of the vehicle and a distribution coefficient of at least two wheels of the vehicle; the distribution coefficient of each wheel being a parameter related to the vehicle weight and the road adhesion coefficient of the vehicle; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel; the target slip ratio is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip ratio of each wheel.

[0008] According to a vehicle stability control method provided by the present invention, the target slip ratio adjustment amount of each wheel is determined based on the second control amount of the vehicle and the distribution coefficient of at least two wheels of the vehicle, including: The distribution coefficient of each wheel and the second control amount of the vehicle are multiplied to obtain the target slip ratio adjustment amount of each wheel; wherein the at least two wheels of the vehicle include an inner front wheel, an outer front wheel, an inner rear wheel, and an outer rear wheel.

[0009] According to a vehicle stability control method provided by the present invention, the target slip rate of each wheel is determined based on the target slip rate adjustment amount of each wheel and the actual slip rate of each wheel, including: determining a reference vehicle speed and a reference wheel speed of the vehicle; determining an actual slip rate of each of the wheels based on the reference vehicle speed and the reference wheel speed; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel.

[0010] According to a vehicle stability control method provided by the present invention, the method further includes: Multiplying the target deviation value by a preset proportionality coefficient to obtain a target braking force; Distributing the target braking force between the front and rear axles to obtain a braking force for the front wheels and a braking force for the rear wheels; Sending the braking force of the front wheels and the braking force of the rear wheels to a bottom-level controller of the vehicle; The braking force of the front wheels and the braking force of the rear wheels are used by the underlying controller of the vehicle to apply the braking force of the front wheels and the braking force of the rear wheels to the inner wheels when the vehicle understeers, and to apply the braking force of the front wheels and the braking force of the rear wheels to the outer wheels when the vehicle oversteers.

[0011] In a second aspect, the present invention further provides a vehicle stability control device, the device comprising the following modules: a determination module, configured to determine whether the vehicle has oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between the center of mass sideslip angles of the front and rear axles of the vehicle; a stability control module, configured to determine a target deviation value according to the yaw rate deviation and the difference between the center of mass sideslip angles of the front and rear axles when the vehicle is oversteering or understeering, and determine a first control amount of the vehicle based on the target deviation value; Based on the first control quantity of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, the target slip rate of each wheel is determined; the distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip rate is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip rate of each wheel.

[0012] In a third aspect, the present invention further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, a stability control method for a vehicle as described above is implemented.

[0013] In a fourth aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a vehicle stability control method as described in any one of the above.

[0014] In a fifth aspect, the present invention further provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the vehicle stability control method as described in any one of the above is implemented.

[0015] The vehicle stability control method, device, equipment and storage medium provided by the present invention first determine whether the vehicle has oversteer or understeer based on the yaw rate deviation of the current vehicle and the difference between the sideslip angles of the center of mass of the front and rear axles of the vehicle. When the vehicle has oversteer or understeer, determine a target deviation value based on the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determine a first control amount of the vehicle based on the target deviation value; further, determine a target slip rate of each wheel based on the first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip rate of each wheel, wherein the distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient, and the obtained target slip rate is used for the vehicle's underlying controller to perform vehicle stability control based on the target slip rate of each wheel.

[0016] In the present invention, the first control amount is determined according to the real-time operating state of the vehicle, such as the yaw rate deviation and the difference in the sideslip angle of the center of mass of the front and rear axles. Then, the first control amount is specifically distributed among the wheels according to the real-time operating state of the vehicle, so that the size and specific distribution of the control amount when ESC intervenes in the control are more reasonable, thereby improving the smoothness and control effect of the vehicle stability control and improving the stability of the control. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 It is a flow chart of the vehicle stability control method provided by the present invention.

[0019] Figure 2 It is a schematic diagram of the expected change in slip rate of each wheel provided by the present invention.

[0020] Figure 3 It is a schematic diagram of the intervention of the braking force of each wheel provided by the present invention.

[0021] Figure 4 It is a schematic diagram of the final control quantity under the coordination of the two control modes provided by the present invention.

[0022] Figure 5 It is a flow chart of the working state of the ESC system provided by the present invention.

[0023] Figure 6 It is a schematic structural diagram of a vehicle stability control device provided by the present invention.

[0024] Figure 7 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] Combine the following Figure 1-Figure 7 The present invention describes a vehicle stability control method, device, equipment and storage medium.

[0027] Figure 1 is a flow chart of the vehicle stability control method provided by the present invention, such as Figure 1 As shown, the method includes the following: Step 101: determining whether the vehicle is oversteering or understeering based on the current yaw rate deviation of the vehicle and the difference between the center of mass sideslip angles of the front and rear axles of the vehicle; Specifically, it should be noted that the executor of this embodiment is, for example, the vehicle's Electronic Stability Control (ESC) system, which is used to determine the control amount according to the actual operating condition of the vehicle when judging whether the vehicle is understeering or oversteering, and reasonably distribute the control amount to each wheel, thereby achieving vehicle stability control.

[0028] Among them, the ESC system is an advanced active safety system for automobiles, which is used to help the driver maintain the stability and controllability of the vehicle in an emergency and prevent the vehicle from losing control, skidding or rolling over. The following is a detailed introduction to the electronic stability control system: 1. Working principles include: (1) Sensor system Wheel speed sensor: installed on each wheel, monitors the wheel speed in real time. When the wheel slips or locks, the wheel speed sensor transmits this information to the control unit.

[0029] Steering angle sensor: Installed on the steering column, it monitors the driver's steering intention, that is, the angle of the steering wheel. It can determine whether the vehicle is driving according to the driver's intention.

[0030] Lateral acceleration sensor: Installed on the vehicle chassis, it measures the lateral acceleration of the vehicle (left and right). When the vehicle skids, the lateral acceleration changes significantly.

[0031] Yaw rate sensor: measures the vehicle's rotation speed around the vertical axis (Z axis), i.e. the vehicle's yaw rate. When the vehicle's actual yaw rate is inconsistent with the driver's steering intention, it indicates that the vehicle may lose control.

[0032] Brake pressure sensor: monitors the hydraulic pressure in the brake system to ensure the brake system is functioning properly.

[0033] (2) Control Unit (ECU) The control unit is the core component of the ESC system. It receives signals from various sensors and quickly analyzes and processes them. When the control unit determines that the vehicle is showing signs of losing control, it will take prompt action.

[0034] The control unit calculates the ideal trajectory of the vehicle and compares it with the actual trajectory. If there is a deviation between the two, the control unit corrects the vehicle's direction by controlling the brake system and engine management system.

[0035] (3) Executive body Braking system: The ESC system can independently control the braking force of each wheel. When the vehicle skids or understeers, the control unit will apply braking force to specific wheels through the hydraulic control unit to help the vehicle regain stability. For example, when the vehicle understeers, ESC will apply braking force to the inner rear wheel to make it easier to turn the vehicle; when the vehicle oversteers, ESC will apply braking force to the outer front wheel to prevent the vehicle from over-rotating.

[0036] Engine Management System: The ESC system can also help stabilize the vehicle by controlling the engine's power output. When the vehicle slips, the control unit will reduce the engine's torque output to reduce wheel slip.

[0037] 2. Main functions include: Prevent skidding, correct understeer and oversteer, improve vehicle handling and reduce the risk of accidents.

[0038] In the method provided in this embodiment, the ESC system first obtains the real-time running state of the vehicle from the sensor, such as the vehicle speed, steering wheel angle and other information. Then, based on the real-time running state of the vehicle, it is determined whether the vehicle is understeering or oversteering. The specific judgment of understeering and oversteering is usually based on the difference between the ideal driver's yaw rate and the actual yaw rate calculated according to the vehicle speed and the steering wheel angle, and the occurrence of understeering or oversteering is judged based on the difference.

[0039] Among them, understeering refers to the front of the vehicle deviating from the expected driving trajectory when turning; oversteering refers to the rear of the vehicle deviating from the expected driving trajectory. The ESC system can determine whether the vehicle is understeering or oversteering by monitoring the vehicle speed and steering wheel angle, the vehicle's yaw rate and lateral acceleration, and correct the vehicle's driving direction by controlling the braking system and engine output, so that the vehicle drives according to the driver's intention.

[0040] For example, the yaw rate deviation of the current vehicle is obtained based on the ideal driver's yaw rate and the actual yaw rate. In addition, since the difference in the sideslip angles of the center of mass of the front and rear axles can also reflect the degree of understeer or oversteer of the vehicle, the difference in the sideslip angles of the front and rear axles can be used to determine whether the vehicle has understeer or oversteer.

[0041] Step 102: when the vehicle is oversteering or understeering, determine a target deviation value according to a yaw rate deviation and a difference between the sideslip angles of the center of mass of the front and rear axles, and determine a first control amount of the vehicle based on the target deviation value; Specifically, when it is determined that the vehicle is oversteering or understeering, that is, correction of the oversteering or understeering of the vehicle is required, a first control amount of the vehicle is calculated according to the vehicle operating condition.

[0042] For example, based on information such as vehicle speed and steering wheel angle, the Ackerman vehicle model is used to calculate the ideal yaw velocity of the driver at the current moment, and the difference between the ideal yaw velocity and the actual yaw velocity (which can be filtered), that is, the yaw velocity deviation, is obtained. The actual yaw velocity can be measured by IMU, which is the abbreviation of Inertial Measurement Unit. It is a commonly used sensor system that is widely used in various fields.

[0043] Furthermore, the deviation (target deviation value) is used as input, and the first control quantity Tc is calculated using the conventional PID algorithm. Among them, the PID (Proportional-Integral-Derivative) control algorithm is a classic control algorithm that is widely used in industrial control systems. It adjusts the control variable by performing proportional, integral and differential operations on the error (the difference between the set value and the actual value) to make the system achieve the desired control target. The following is the basic principle of the PID algorithm: The PID controller consists of three basic parts: proportional (P), integral (I) and differential (D). The core idea of ​​the PID algorithm is to adjust the system error through the combination of proportional (P), integral (I) and differential (D) control methods, so as to achieve precise control of the controlled object. The output of the PID controller consists of the following three parts: (1) Proportional control (P) Principle: The proportional control part is adjusted according to the current error. The control output is proportional to the error.

[0044] Formula: P=K p ×e(t) K p : Proportional gain, e(t): Current error, that is, the difference between the set value and the actual value Effect: Proportional control responds quickly to error changes, but used alone may result in steady-state errors (i.e., the system cannot completely eliminate the error).

[0045] (2) Integral control (I) Principle: The integral control part is adjusted according to the accumulation of error over time. The control output is proportional to the integral of the error.

[0046] formula: in, : integral gain, : At time Error Function: Integral control can eliminate steady-state errors, but may cause system oscillation and overshoot.

[0047] (3) Differential control (D) Principle: The differential control part is adjusted according to the rate of change of the error. The control output is proportional to the derivative of the error.

[0048] formula: in, : differential gain, e(t): current error Function: Differential control can predict the error change trend, reduce overshoot and oscillation, but is sensitive to noise.

[0049] (4) Total output of PID controller The total output of the PID controller is a combination of the proportional, integral and differential parts: + + Among them, the adjustment parameters include K pAdjusting the proportional gain affects the system's response speed and steady-state error. Indicates adjusting the integral gain, which affects the steady-state error and response time of the system. Indicates adjusting the differential gain, which affects the overshoot and stability of the system.

[0050] Step 103, based on the first control quantity of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, determine the target slip rate of each wheel; the distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient of the vehicle, and the target slip rate is used for the underlying controller of the vehicle to perform stability control of the vehicle based on the target slip rate of each wheel.

[0051] Specifically, after obtaining the first control amount of the vehicle, that is, obtaining the target control amount, further, it is necessary to reasonably allocate based on the first control amount. After determining the target control amount, it can be allocated to each wheel in the form of a target slip rate or a target braking torque. In the present invention, the two methods are combined and calculated separately to finally determine the actual executed control amount.

[0052] This step first introduces the allocation of target slip ratios to each wheel: The control amount T is obtained according to the yaw rate and sideslip angle deviation. c After that, the longitudinal force of each wheel can be indirectly changed by adjusting the slip rate change of the four wheels, so as to achieve the expected control amount T c。

[0053] For example, a target slip ratio adjustment amount of each wheel is determined based on a first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip ratio of each wheel, and then a target slip ratio is determined based on the target slip ratio adjustment amount of each wheel.

[0054] The distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient, where: , , , denote the distribution coefficients of the inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel, respectively, and , Less than 0, , Greater than 0. The specific value can be calibrated according to actual vehicle testing, and can be calibrated as a parameter related to vehicle weight and road adhesion coefficient.

[0055] When understeer occurs, >0, Tc calculated in 1)>0, then according to the above formula , Less than 0, , Greater than 0; in oversteering, due to <0, Tctrl calculated in 1) <0, then according to the above formula , greater than 0, , Less than 0; it can be seen that the slip ratio change calculated according to the above disclosure and agreement method meets the required change for the vehicle when it is understeering or oversteering.

[0056] After the target slip rate of each wheel is calculated, the target slip rate of each wheel is sent to the bottom-level controller for execution. The bottom-level controller takes the slip rate as the target and adjusts the brake pressure to achieve the expected slip rate, thereby realizing real-time control of the slip rate when oversteering or understeering. That is, the target slip rate is used for the bottom-level controller of the vehicle to perform vehicle stability control based on the target slip rate of each wheel.

[0057] The method provided in this embodiment first determines whether the vehicle has oversteer or understeer based on the current yaw rate deviation of the vehicle and the difference between the sideslip angles of the center of mass of the front and rear axles of the vehicle; when the vehicle has oversteer or understeer, determines a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determines a first control amount of the vehicle based on the target deviation value; further, determines a target slip rate of each wheel based on the first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip rate of each wheel, wherein the distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient, and the obtained target slip rate is used for the underlying controller of the vehicle to perform stability control of the vehicle based on the target slip rate of each wheel.

[0058] In the present invention, the first control amount is determined according to the real-time operating state of the vehicle, such as the yaw rate deviation and the difference in the sideslip angle of the center of mass of the front and rear axles. Then, the first control amount is specifically distributed among the wheels according to the real-time operating state of the vehicle, so that the size and specific distribution of the control amount when ESC intervenes in the control are more reasonable, thereby improving the smoothness and control effect of the vehicle stability control and improving the stability of the control.

[0059] A vehicle stability control method provided by the present invention determines whether the vehicle is oversteering or understeering based on the current yaw rate deviation of the vehicle and the difference between the center of mass sideslip angles of the front and rear axles of the vehicle, including: Get the vehicle speed and the steering wheel angle of the vehicle; Determining a driver's ideal yaw rate based on a vehicle speed and a steering wheel angle of the vehicle; Determine a yaw rate deviation according to an ideal yaw rate and an actual yaw rate; Determining a target deviation value based on a yaw rate deviation and a difference between the center of mass sideslip angles of the front and rear axles of the vehicle; Based on the target deviation value, it is determined whether the vehicle is oversteering or understeering.

[0060] Specifically, in some embodiments, the process of determining whether the vehicle is oversteering or understeering in step 101 may be implemented by the following steps, including: First, the vehicle speed and the steering wheel angle of the vehicle are obtained, and then the ideal yaw rate of the driver is determined based on the vehicle speed and the steering wheel angle of the vehicle using the Ackermann vehicle model. The Ackermann Steering Model is a classic model that describes the steering motion of a car. The core principle of the Ackermann Steering Model is to ensure that when the vehicle turns, the instantaneous steering centers of all wheels coincide with the same point, thereby achieving a smooth turn.

[0061] Furthermore, according to the ideal yaw rate and the actual yaw rate, the yaw rate deviation is determined as follows: in, represents the yaw rate deviation, represents the ideal yaw rate of the driver at time t, Indicates the actual yaw rate after filtering.

[0062] Similarly, since the difference in the sideslip angles of the front and rear axles can also reflect the degree of understeer or oversteer of the vehicle, the difference in the sideslip angles of the front and rear axles is calculated: in, It represents the difference in the sideslip angle between the center of mass of the front and rear axles. It represents the sideslip angle of the center of mass of the front axle, Indicates the sideslip angle of the front axle center of mass.

[0063] Furthermore, based on the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles of the vehicle, a target deviation value is determined. For example, the above two deviations are normalized (divided by their respective theoretical maximum values ​​and converted into values ​​between 0 and 1) and then summed to serve as a parameter reflecting the expected deviation of the vehicle steering: in, Represents the deviation between the actual yaw rate of the vehicle and the ideal yaw rate of the driver, that is, the target difference. represents the normalized yaw rate deviation, Represents the normalized difference in the sideslip angles of the front and rear axles.

[0064] Furthermore, the target deviation value is obtained Afterwards, it can be determined whether the vehicle is oversteering or understeering based on the target deviation value. If the ideal yaw rate is greater than the actual yaw rate, that is, the target difference is greater than 0, it is determined that the vehicle is understeering, and conversely, if the ideal yaw rate is less than the actual yaw rate, that is, the target difference is greater than 0, it is determined that the vehicle is oversteering.

[0065] The method provided in this embodiment first determines the yaw rate deviation according to the ideal yaw rate and the actual yaw rate, then determines the target deviation value based on the yaw rate deviation and the difference in the sideslip angles of the center of mass of the front and rear axles of the vehicle in combination with the difference in the sideslip angles of the center of mass of the front and rear axles of the vehicle, and then determines whether the vehicle is oversteering or understeering based on the target deviation value. This embodiment comprehensively utilizes the yaw rate difference and the difference in the sideslip angles of the front and rear axles to determine whether the vehicle is oversteering or understeering, and the determination accuracy is high, thereby improving the stability of the vehicle.

[0066] According to a vehicle stability control method provided by the present invention, based on a first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip rate of each wheel, a target slip rate of each wheel is determined, comprising: Performing limit processing on the first control amount of the vehicle to obtain a second control amount of the vehicle; Determining a target slip ratio adjustment amount of each wheel based on a second control amount of the vehicle and a distribution coefficient of at least two wheels of the vehicle; the distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient of the vehicle; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel; the target slip ratio is used for the vehicle's underlying controller to perform vehicle stability control based on the target slip ratio of each wheel.

[0067] Specifically, in some embodiments, the specific implementation process of determining the target slip ratio of each wheel based on the first control amount of the vehicle in step 103 includes the following steps: First, the first control amount of the vehicle can be processed by limiting the value to obtain the second control amount of the vehicle. The process of limiting the first control amount is, for example: When the vehicle speed is lower than V0 (calibrated value, 15kph is taken according to experience), the control amount is forcibly set to 0, that is, the second control amount is 0, which can avoid unnecessary intervention of the ESC system when the vehicle speed is too low; When the vehicle speed is higher than V1 (calibrated value, 60kph is taken according to experience), the calculated value at this time is set to the maximum value allowed by the first control amount Tc to prevent the control amount from being too large at high speed and causing danger. After the above correction, the final control amount Tc is obtained. ctrl .

[0068] Furthermore, the target slip ratio adjustment amount of each wheel may be determined based on the second control amount of the vehicle and the distribution coefficient of at least two wheels of the vehicle, wherein the distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient, for example, , , , denote the distribution coefficients of the inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel, respectively, and , Less than 0, , Greater than 0. The specific value can be obtained by calibration based on actual vehicle testing, and can be calibrated as a parameter related to vehicle weight and road adhesion coefficient. The process of determining the target slip adjustment amount of each wheel can be performed by executing the following algorithm: in, , , , They represent the distribution coefficients of the inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel respectively. Indicates the target slip ratio adjustment amount for the inner front wheel. represents the target slip ratio adjustment of the outer front wheel, Indicates the target slip ratio adjustment amount for the inner rear wheel, Indicates the target slip ratio adjustment amount for the outer rear wheel.

[0069] Furthermore, after calculating the target slip ratio adjustment amount of each wheel, the target slip ratio of each wheel can be finally determined in combination with the actual slip ratio of each wheel to achieve the distribution of the control amount. The target slip ratio is sent to the bottom-level controller of the vehicle, and the bottom-level controller of the vehicle performs stability control of the vehicle based on the target slip ratio of each wheel.

[0070] The process of determining the target slip rate of each wheel based on the target slip rate adjustment amount of each wheel and the actual slip rate of each wheel is obtained by executing the following formula: in, represents the target slip rate of each wheel at time t, Indicates the actual slip rate of each wheel, Indicates the target slip ratio adjustment amount for each wheel.

[0071] Among them, the actual slip rate of each wheel Obtained by: in, Indicates the current reference speed. Indicates the current reference wheel speed, Indicates the actual slip rate of each wheel.

[0072] Figure 2 Schematic diagram of the expected change in slip rate of each wheel provided by the present invention, such as Figure 2 As shown in the figure, the method of allocating the target slip ratio change is explained by taking the vehicle turning right as an example. In the figure, red indicates the trend of increasing wheel braking (including reducing the driving trend, and the color depth represents the magnitude of the change), and blue indicates the trend of reducing braking (including increasing the driving trend). If the slip ratio slp is defined as positive during driving and negative during braking, red represents the reduction of slip ratio (del_slp<0), and blue represents the increase of slip ratio (del_slp>0). When understeering (left figure), the slip ratio of the inner front and rear wheels is reduced, and the slip ratio of the outer rear wheel is increased; when oversteering, the slip ratio of the inner rear wheel is increased, and the slip ratio of the outer front and rear wheels is reduced.

[0073] The method provided in this embodiment obtains the target slip rate change by multiplying the distribution coefficient of each wheel by the total second control amount, which can meet the slip rate change distribution characteristics during understeer or oversteer. Furthermore, based on the determined target slip rate change of each wheel and the actual slip rate of each wheel at present, the target slip rate of each wheel can be calculated as the basis for subsequent control, thereby realizing vehicle stability control, improving the smoothness and control effect of vehicle stability control, and improving the stability of control.

[0074] According to a vehicle stability control method provided by the present invention, based on a second control amount of the vehicle and a distribution coefficient of at least two wheels of the vehicle, a target slip ratio adjustment amount of each wheel is determined, comprising: The distribution coefficient of each wheel and the second control amount of the vehicle are multiplied to obtain the target slip ratio adjustment amount of each wheel; wherein the at least two wheels of the vehicle include an inner front wheel, an outer front wheel, an inner rear wheel, and an outer rear wheel.

[0075] Specifically, in some embodiments, the specific implementation process of determining the target slip adjustment amount of each wheel based on the second control amount of the vehicle and the distribution coefficient of at least two wheels of the vehicle includes: multiplying the distribution coefficient of each wheel and the second control amount of the vehicle to obtain the target slip adjustment amount of each wheel; wherein, the at least two wheels of the vehicle include an inner front wheel, an outer front wheel, an inner rear wheel, and an outer rear wheel.

[0076] in, , , , They represent the distribution coefficients of the inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel respectively. Indicates the target slip ratio adjustment amount for the inner front wheel. represents the target slip ratio adjustment of the outer front wheel, Indicates the target slip ratio adjustment amount for the inner rear wheel, Indicates the target slip ratio adjustment amount for the outer rear wheel.

[0077] The method provided in this embodiment obtains the target slip rate change by multiplying the distribution coefficient of each wheel by the total second control amount, which can meet the slip rate change distribution characteristics during understeer or oversteer. Furthermore, based on the determined target slip rate change of each wheel and the actual slip rate of each wheel at present, the target slip rate of each wheel can be calculated as the basis for subsequent control, thereby realizing vehicle stability control, improving the smoothness and control effect of vehicle stability control, and improving the stability of control.

[0078] According to a vehicle stability control method provided by the present invention, a target slip rate of each wheel is determined based on a target slip rate adjustment amount of each wheel and an actual slip rate of each wheel, including: Determine a reference vehicle speed and a reference wheel speed of the vehicle; Determining an actual slip ratio of each wheel based on a reference vehicle speed and a reference wheel speed; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel.

[0079] Specifically, in some embodiments, based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel, the specific implementation process of determining the target slip ratio of each wheel includes the following steps: First, the reference vehicle speed and reference wheel speed of the vehicle are determined. Based on the reference vehicle speed and reference wheel speed, the actual slip rate of each wheel is determined by executing the following formula: in, Indicates the current reference speed. Indicates the current reference wheel speed, Indicates the actual slip rate of each wheel.

[0080] Further, based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel, the target slip ratio of each wheel is determined, which is obtained by executing the following formula: in, represents the target slip rate of each wheel at time t, Indicates the actual slip rate of each wheel, Indicates the target slip ratio adjustment amount for each wheel.

[0081] After the target slip rate of each wheel is obtained through the above formula, the target is sent to the bottom-level controller for execution. The bottom-level controller takes the slip rate as the target and adjusts the brake pressure to achieve the expected slip rate, thereby realizing real-time control of the slip rate when oversteering or understeering.

[0082] The method provided in this embodiment obtains the target slip rate change by multiplying the distribution coefficient of each wheel by the total second control amount, which can meet the slip rate change distribution characteristics during understeer or oversteer. Furthermore, based on the determined target slip rate change of each wheel and the actual slip rate of each wheel at present, the target slip rate of each wheel can be calculated as the basis for subsequent control, thereby realizing vehicle stability control, improving the smoothness and control effect of vehicle stability control, and improving the stability of control.

[0083] According to a vehicle stability control method provided by the present invention, the method further includes: The target deviation value is multiplied by a preset proportional coefficient to obtain a target braking force; Distribute the target braking force between the front and rear axles to obtain the braking force of the front wheels and the braking force of the rear wheels; Sending the front wheel braking force and the rear wheel braking force to the vehicle's underlying controller; Among them, the braking force of the front wheels and the braking force of the rear wheels are used for the vehicle's underlying controller to apply the braking force of the front wheels and the braking force of the rear wheels to the inner wheels when the vehicle understeers, and to apply the braking force of the front wheels and the braking force of the rear wheels to the outer wheels when the vehicle oversteers.

[0084] Specifically, in some embodiments, for commercial vehicles whose braking systems are controlled by air pressure, the air pressure control system has a slow response and poor adjustment accuracy. Therefore, although the slip rate closed-loop control obtained by calculation can achieve a good control effect, it may lead to untimely intervention and unclear control. To address this problem, on the basis of the calculated adjustment through the target slip rate, the more direct braking force control intervention is considered at the same time. The two complement each other to form a better control effect. Figure 3 This is a schematic diagram of the braking force intervention of each wheel provided by the present invention, as shown in the attached figure. Figure 3 When understeer or oversteer occurs, only the inner wheel (understeer) and the outer wheel (oversteer) are considered to achieve adjustment. Although this method will cause a certain degree of comfort deterioration, it is more direct and faster to intervene in the vehicle's yaw.

[0085] In some embodiments, the process of allocating the target braking force to each wheel is as follows: First, the target deviation value is multiplied by a preset proportional coefficient to obtain the target braking force, for example, by the following formula: Among them, △s represents the target deviation value, K p Indicates the preset proportional coefficient, proportional gain, F ctrl represents the target braking force. It should be noted that directly multiplying K p The target braking force is obtained by comparing it with the slip ratio method, which is equivalent to only P control, ignoring the I and D items.

[0086] Furthermore, the target braking force is distributed between the front and rear axles to obtain the braking force of the front wheels and the braking force of the rear wheels: in, F ctrl represents the target braking force, k f , k r Represent the distribution coefficients of the front and rear wheels respectively, F f Indicates the braking force of the front wheel, F r Indicates the braking force of the rear wheels.

[0087] Further, the front wheel braking force and the rear wheel braking force are sent to the vehicle's bottom-level controller, wherein the front wheel braking force and the rear wheel braking force are used by the vehicle's bottom-level controller to apply the front wheel braking force and the rear wheel braking force to the inner wheel when the vehicle is understeering, and to apply the front wheel braking force and the rear wheel braking force to the outer wheel when the vehicle is oversteering. For example, Figure 4 is a schematic diagram of the final control quantity under the coordination of the two control modes provided by the present invention, such as Figure 4 As shown, the front and rear wheel braking forces determined above act on the inner wheel when understeering and on the outer wheel when oversteering. The target control amount is also sent to the lower controller for execution to achieve the target braking force.

[0088] Furthermore, it should be noted that the above calculations are respectively for the target slip ratio and the target braking force. The target slip ratio control method intervenes slowly, with better control accuracy and comfort; the target braking force control method intervenes quickly, but with poorer control accuracy and comfort. In order to combine the advantages of the two control effects, at the initial stage of control, when the value of the braking force control is greater than the slip ratio control, the value of the braking force control is used as the basis for actual execution; and as the intervention time increases, if the braking force corresponding to the slip ratio control exceeds the braking force, then after this moment, the slip ratio control is used as the basis for control to achieve accurate and comfortable control effects until the ESC intervention control is completed.

[0089] The method provided in this embodiment sends the target slip rate and target braking force to the underlying controller for implementation, which can achieve decoupling of target quantity calculation from underlying hardware control, and facilitate transplantation in different systems such as pneumatic control and hydraulic control. In addition, the two control modes of slip rate and braking force are coordinated, and braking force control is used as the standard in the initial stage of intervention to give full play to the direct and rapid characteristics of braking force control; after the control amount of slip rate control increases, it is switched to slip rate control to make the control more accurate and comfortable.

[0090] In the preferred technical solution of the present invention, the yaw moment is adjusted by allocating the target slip ratio variation to the four wheels and adjusting the slip ratios of the four wheels. As an alternative, three wheels (such as the inner front wheel + the inner / outer rear wheel) or two wheels (the inner front wheel and the outer rear wheel) may be selected for allocation to achieve the same effect.

[0091] Figure 5 It is a flow chart of the working state of the ESC system provided by the present invention, such as Figure 5 As shown, the method includes: Firstly, based on the ideal yaw and actual yaw angular velocity and the difference in the sideslip angles of the front and rear axles, the target control variable T is obtained using the PID algorithm. ctrl .

[0092] Then, based on the target control amount T ctrl Slip ratio change distribution is performed.

[0093] Furthermore, the target slip ratio is calculated in combination with the current slip ratio.

[0094] Finally, the target slip ratio is sent to the underlying controller for stability control.

[0095] The stability control device of a vehicle provided by the present invention is described below. The stability control device of the vehicle described below and the stability control method of the vehicle described above can be referred to each other.

[0096] Figure 6 is a schematic diagram of the structure of the vehicle stability control device provided by the present invention, such as Figure 6 As shown, the vehicle stability control device 600 includes the following modules: A determination module 610 is used to determine whether the vehicle has oversteering or understeering based on the yaw rate deviation of the current vehicle and the difference between the center of mass sideslip angles of the front and rear axles of the vehicle; a stability control module 620, configured to determine a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determine a first control amount of the vehicle based on the target deviation value when the vehicle is oversteering or understeering; Based on the first control quantity of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, the target slip rate of each wheel is determined; the distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip rate is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip rate of each wheel.

[0097] The vehicle stability control device 600 provided in this embodiment includes a determination module 610 and a stability control module 620. First, the determination module 610 determines whether the vehicle has oversteering or understeering based on the yaw rate deviation of the current vehicle and the difference between the sideslip angles of the center of mass of the front and rear axles of the vehicle. When the vehicle has oversteering or understeering, the stability control module 620 determines a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determines a first control amount of the vehicle based on the target deviation value; further, based on the first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip rate of each wheel, a target slip rate of each wheel is determined, wherein the distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient, and the obtained target slip rate is used for the underlying controller of the vehicle to perform stability control of the vehicle based on the target slip rate of each wheel.

[0098] In the present invention, the first control amount is determined according to the real-time operating state of the vehicle, such as the yaw rate deviation and the difference in the sideslip angle of the center of mass of the front and rear axles. Then, the first control amount is specifically distributed among the wheels according to the real-time operating state of the vehicle, so that the size and specific distribution of the control amount when ESC intervenes in the control are more reasonable, thereby improving the smoothness and control effect of the vehicle stability control and improving the stability of the control.

[0099] According to a vehicle stability control device 600 provided by the present invention, determining whether the vehicle has oversteering or understeering based on the current yaw rate deviation of the vehicle and the difference between the center of mass sideslip angles of the front and rear axles of the vehicle comprises: Acquiring the vehicle speed and the steering wheel angle of the vehicle; determining a driver's ideal yaw rate based on a speed of the vehicle and a steering wheel angle of the vehicle; Determining a yaw rate deviation according to the ideal yaw rate and the actual yaw rate; Determining a target deviation value based on the yaw rate deviation and a difference between the center of mass sideslip angles of the front and rear axles of the vehicle; Based on the target deviation value, it is determined whether the vehicle is oversteering or understeering.

[0100] According to a vehicle stability control device 600 provided by the present invention, the target slip rate of each wheel is determined based on the first control amount of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, including: performing limit processing on the first control amount of the vehicle to obtain a second control amount of the vehicle; determining a target slip ratio adjustment amount of each wheel based on a second control amount of the vehicle and a distribution coefficient of at least two wheels of the vehicle; the distribution coefficient of each wheel being a parameter related to the vehicle weight and the road adhesion coefficient of the vehicle; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel; the target slip ratio is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip ratio of each wheel.

[0101] According to a vehicle stability control device 600 provided by the present invention, the target slip ratio adjustment amount of each wheel is determined based on the second control amount of the vehicle and the distribution coefficient of at least two wheels of the vehicle, including: The distribution coefficient of each wheel and the second control amount of the vehicle are multiplied to obtain the target slip ratio adjustment amount of each wheel; wherein the at least two wheels of the vehicle include an inner front wheel, an outer front wheel, an inner rear wheel, and an outer rear wheel.

[0102] According to a vehicle stability control device 600 provided by the present invention, the target slip rate of each wheel is determined based on the target slip rate adjustment amount of each wheel and the actual slip rate of each wheel, including: determining a reference vehicle speed and a reference wheel speed of the vehicle; determining an actual slip rate of each of the wheels based on the reference vehicle speed and the reference wheel speed; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel.

[0103] According to a vehicle stability control device 600 provided by the present invention, the method further includes: Multiplying the target deviation value by a preset proportionality coefficient to obtain a target braking force; Distributing the target braking force between the front and rear axles to obtain a braking force for the front wheels and a braking force for the rear wheels; Sending the braking force of the front wheels and the braking force of the rear wheels to a bottom-level controller of the vehicle; The braking force of the front wheels and the braking force of the rear wheels are used by the underlying controller of the vehicle to apply the braking force of the front wheels and the braking force of the rear wheels to the inner wheels when the vehicle understeers, and to apply the braking force of the front wheels and the braking force of the rear wheels to the outer wheels when the vehicle oversteers.

[0104] Figure 7 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 7As shown, the electronic device may include: a processor 710, a communications interface 720, a memory 730 and a communication bus 740, wherein the processor 710, the communications interface 720 and the memory 730 communicate with each other through the communication bus 740. The processor 710 may call the logic instructions in the memory 730 to execute the vehicle stability control method, which includes: Determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between the center-of-mass sideslip angles of the front and rear axles of the vehicle; In the case where the vehicle is oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determining a first control amount of the vehicle based on the target deviation value; Based on the first control quantity of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, the target slip rate of each wheel is determined; the distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip rate is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip rate of each wheel.

[0105] In addition, the logic instructions in the above-mentioned memory 730 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present invention can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0106] On the other hand, the present invention further provides a computer program product, the computer program product includes a computer program, the computer program can be stored in a non-transitory computer-readable storage medium, when the computer program is executed by a processor, the computer can execute the vehicle stability control method provided by the above methods, the method includes: Determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between the center-of-mass sideslip angles of the front and rear axles of the vehicle; In the case where the vehicle is oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determining a first control amount of the vehicle based on the target deviation value; Based on the first control quantity of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, the target slip rate of each wheel is determined; the distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip rate is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip rate of each wheel.

[0107] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the vehicle stability control method provided by the above methods is implemented, and the method includes: Determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between the center-of-mass sideslip angles of the front and rear axles of the vehicle; In the case where the vehicle is oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determining a first control amount of the vehicle based on the target deviation value; Based on the first control quantity of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel, the target slip rate of each wheel is determined; the distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip rate is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip rate of each wheel.

[0108] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0109] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0110] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle stability control method, characterized in that: include: Determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between the center-of-mass sideslip angles of the front and rear axles of the vehicle; In the case where the vehicle is oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the sideslip angles of the center of mass of the front and rear axles, and determining a first control amount of the vehicle based on the target deviation value; determining a target slip ratio of each of the wheels based on a first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip ratio of each of the wheels; The distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip ratio is used by the underlying controller of the vehicle to perform vehicle stability control based on the target slip ratio of each wheel.

2. The vehicle stability control method according to claim 1, characterized in that: The determining whether the vehicle has oversteering or understeering based on the current yaw rate deviation of the vehicle and the difference between the center-of-mass sideslip angles of the front and rear axles of the vehicle comprises: Acquiring the vehicle speed and the steering wheel angle of the vehicle; determining a driver's ideal yaw rate based on a speed of the vehicle and a steering wheel angle of the vehicle; Determining a yaw rate deviation according to the ideal yaw rate and the actual yaw rate; Determining a target deviation value based on the yaw rate deviation and a difference between the center of mass sideslip angles of the front and rear axles of the vehicle; Based on the target deviation value, it is determined whether the vehicle is oversteering or understeering.

3. The vehicle stability control method according to claim 1, characterized in that: The determining a target slip rate of each wheel based on the first control amount of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip rate of each wheel comprises: performing limit processing on the first control amount of the vehicle to obtain a second control amount of the vehicle; determining a target slip ratio adjustment amount of each wheel based on a second control amount of the vehicle and a distribution coefficient of at least two wheels of the vehicle; the distribution coefficient of each wheel being a parameter related to the vehicle weight and the road adhesion coefficient of the vehicle; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel; the target slip ratio is used for the underlying controller of the vehicle to perform vehicle stability control based on the target slip ratio of each wheel.

4. The vehicle stability control method according to claim 3, characterized in that: The step of determining the target slip ratio adjustment amount of each wheel based on the second control amount of the vehicle and the distribution coefficient of at least two wheels of the vehicle comprises: The distribution coefficient of each wheel and the second control amount of the vehicle are multiplied to obtain the target slip ratio adjustment amount of each wheel; wherein the at least two wheels of the vehicle include an inner front wheel, an outer front wheel, an inner rear wheel, and an outer rear wheel.

5. The vehicle stability control method according to claim 3, characterized in that: The determining the target slip rate of each wheel based on the target slip rate adjustment amount of each wheel and the actual slip rate of each wheel comprises: determining a reference vehicle speed and a reference wheel speed of the vehicle; determining an actual slip rate of each of the wheels based on the reference vehicle speed and the reference wheel speed; The target slip ratio of each wheel is determined based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel.

6. The vehicle stability control method according to any one of claims 1 to 5, characterized in that: The method further comprises: Multiplying the target deviation value by a preset proportionality coefficient to obtain a target braking force; Distributing the target braking force between the front and rear axles to obtain a braking force for the front wheels and a braking force for the rear wheels; Sending the braking force of the front wheels and the braking force of the rear wheels to a bottom-level controller of the vehicle; The braking force of the front wheels and the braking force of the rear wheels are used by the underlying controller of the vehicle to apply the braking force of the front wheels and the braking force of the rear wheels to the inner wheels when the vehicle understeers, and to apply the braking force of the front wheels and the braking force of the rear wheels to the outer wheels when the vehicle oversteers.

7. A vehicle stability control device, characterized in that: include: a determination module, configured to determine whether the vehicle has oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between a center of mass sideslip angle of a front and rear axle of the vehicle; a stability control module, configured to determine a target deviation value according to the yaw rate deviation and the difference between the center of mass sideslip angles of the front and rear axles when the vehicle is oversteering or understeering, and determine a first control amount of the vehicle based on the target deviation value; determining a target slip ratio of each of the wheels based on a first control amount of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip ratio of each of the wheels; The distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient of the vehicle, and the target slip ratio is used by the underlying controller of the vehicle to perform vehicle stability control based on the target slip ratio of each wheel.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the vehicle stability control method according to any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle stability control method according to any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the vehicle stability control method according to any one of claims 1 to 6 is implemented.

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