Stability control method, device, equipment and storage medium of vehicle

Abstract

The application provides a kind of stability control method, device, equipment and storage medium of vehicle, it is related to new energy vehicle chassis electric control technical field, method includes: based on the lateral angle velocity deviation of current vehicle and the difference of front and rear axle centroid side angle of vehicle, determine whether vehicle exists steering too much or steering deficiency, if yes, then according to lateral angle velocity deviation and the difference of front and rear axle centroid side angle determine target deviation value, based on target deviation value determine the first control amount of vehicle;Based on the distribution coefficient of the first control amount, at least two wheels of vehicle and the actual slip rate of each wheel, determine the target slip rate of each wheel, the distribution coefficient of each wheel is related to the parameter of the vehicle weight and the road adhesion coefficient of vehicle, the target slip rate obtained is used for the underlying controller of vehicle to carry out the stability control of vehicle based on the target slip rate of each wheel.In the application, the stability of vehicle control is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of electric control technology of new energy vehicle chassis, and particularly relates to a stability control method, device and equipment of a vehicle and a storage medium. BACKGROUND

[0002] When the vehicle is understeering or oversteering, the electronic stability control (ESC) system of the vehicle will generate a target control amount such as a yaw moment to assist the adjustment of the vehicle posture through active control. However, when the yaw moment adjustment in a certain direction is implemented, there can be multiple different brake distribution forms among multiple wheels, and at this time, how to effectively determine the distribution of the brake control amount of each wheel is a problem to be solved.

[0003] In the prior art, a fixed rule is generally set to distribute brake control pressure to each wheel based on the target control amount, such as applying a certain pressure to the inner front wheel by a fixed value or a table lookup method when understeering. This scheme is simple and direct, but it can affect the smoothness and control effect when the control is intervened, and the stability of the vehicle control is weak. SUMMARY

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

[0005] In a first aspect, the present application provides a stability control method of a vehicle, which comprises the following steps:

[0006] Based on the yaw angular velocity deviation of the current vehicle and the difference between the front and rear axle centroid sideslip angles of the vehicle, it is determined whether the vehicle is oversteering or understeering;

[0007] In the case where the vehicle is oversteering or understeering, a target deviation value is determined according to the yaw angular velocity deviation and the difference between the front and rear axle centroid sideslip angles, and a first control amount of the vehicle is determined based on the target deviation value;

[0008] Based on the first control amount of the vehicle, the distribution coefficients of at least two wheels of the vehicle, and the actual slip rates of each wheel, the target slip rates of each wheel are determined. The distribution coefficients of each wheel are parameters related to the vehicle weight and the road adhesion coefficient of the vehicle, and the target slip rates are used for the bottom controller of the vehicle to perform stability control of the vehicle based on the target slip rates of each wheel.

[0009] The application provides a vehicle stability control method, which determines whether the vehicle is oversteering or understeering based on a yaw rate deviation of the vehicle and a difference between front and rear axle centroid sideslip angles of the vehicle, and comprises the following steps of:

[0010] obtaining a vehicle speed of the vehicle and a steering wheel angle of the vehicle;

[0011] determining an ideal yaw rate of the driver based on the vehicle speed of the vehicle and the steering wheel angle of the vehicle;

[0012] determining a yaw rate deviation based on the ideal yaw rate and an actual yaw rate;

[0013] determining a target deviation value based on the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles of the vehicle;

[0014] determining whether the vehicle is oversteering or understeering based on the target deviation value.

[0015] The application provides a vehicle stability control method, which determines a target slip rate of each wheel of the vehicle based on a first control quantity of the vehicle, distribution coefficients of at least two wheels of the vehicle and actual slip rates of the wheels, and comprises the following steps of:

[0016] limiting the first control quantity of the vehicle to obtain a second control quantity of the vehicle;

[0017] determining a target slip rate adjustment quantity of each wheel of the vehicle based on the second control quantity of the vehicle and the distribution coefficients of the at least two wheels of the vehicle; the distribution coefficients of the wheels are parameters related to the vehicle weight and the road adhesion coefficient of the vehicle;

[0018] determining the target slip rate of each wheel of the vehicle based on the target slip rate adjustment quantity of each wheel of the vehicle and the actual slip rate of each wheel of the vehicle; the target slip rate is used for the vehicle stability control of a bottom controller of the vehicle based on the target slip rate of each wheel of the vehicle.

[0019] The application provides a vehicle stability control method, which determines a target slip rate adjustment quantity of each wheel of the vehicle based on a second control quantity of the vehicle and distribution coefficients of at least two wheels of the vehicle, and comprises the following steps of:

[0020] multiplying the distribution coefficients of each wheel of the vehicle and the second control quantity of the vehicle to obtain the target slip rate adjustment quantity of each wheel of the vehicle; 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.

[0021] According to the vehicle stability control method provided by the application, 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, and the method comprises the following steps of:

[0022] determining a reference vehicle speed and a reference wheel speed of the vehicle;

[0023] determining the actual slip rate of each wheel based on the reference vehicle speed and the reference wheel speed;

[0024] 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.

[0025] According to the vehicle stability control method provided by the application, the method further comprises the following steps of:

[0026] multiplying the target deviation value by a preset proportional coefficient to obtain a target braking force;

[0027] distributing the target braking force between the front and rear axles to obtain a braking force of the front wheel and a braking force of the rear wheel;

[0028] sending the braking force of the front wheel and the braking force of the rear wheel to a bottom controller of the vehicle;

[0029] wherein the braking force of the front wheel and the braking force of the rear wheel are used for the bottom controller of the vehicle to apply the braking force of the front wheel and the braking force of the rear wheel to the inner side wheel when the vehicle has understeering, and to apply the braking force of the front wheel and the braking force of the rear wheel to the outer side wheel when the vehicle has oversteering.

[0030] In a second aspect, the application further provides a vehicle stability control device, which comprises the following modules:

[0031] a determination module, configured to determine whether the vehicle has oversteering or understeering based on a yaw angular velocity deviation of the current vehicle and a difference between a front-rear axle centroid side slip angle of the vehicle;

[0032] a stability control module, configured to determine a target deviation value according to the yaw angular velocity deviation and the difference between the front-rear axle centroid side slip angle when the vehicle has oversteering or understeering, and determine a first control amount of the vehicle based on the target deviation value;

[0033] determine target slip ratios of the wheels based on the first control quantity of the vehicle, distribution coefficients of at least two wheels of the vehicle, and actual slip ratios of the wheels, wherein the distribution coefficients of the wheels are parameters related to a vehicle weight and a road adhesion coefficient of the vehicle, and the target slip ratios are used for a bottom controller of the vehicle to perform stability control of the vehicle based on the target slip ratios of the wheels.

[0034] In a third aspect, the present application further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the vehicle stability control method according to any one of the above aspects when executing the computer program.

[0035] In a fourth aspect, the present application further provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program is executable on a processor to implement the vehicle stability control method according to any one of the above aspects.

[0036] In a fifth aspect, the present application further provides a computer program product, which comprises a computer program, and the computer program is executable on a processor to implement the vehicle stability control method according to any one of the above aspects.

[0037] The vehicle stability control method, device, equipment and storage medium provided by the present application firstly determine whether the vehicle has oversteer or understeer based on a yaw rate deviation of the current vehicle and a difference between front and rear axle centroid sideslip angles of the vehicle, and in the case that the vehicle has oversteer or understeer, determine a target deviation value according to the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles, and determine a first control quantity of the vehicle based on the target deviation value; further, determine target slip ratios of the wheels based on the first control quantity of the vehicle, distribution coefficients of at least two wheels of the vehicle, and actual slip ratios of the wheels, wherein the distribution coefficients of the wheels are parameters related to a vehicle weight and a road adhesion coefficient of the vehicle, and the target slip ratios are used for a bottom controller of the vehicle to perform stability control of the vehicle based on the target slip ratios of the wheels.

[0038] In the present application, the first control quantity is determined according to the real-time running state of the vehicle such as the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles, and then the first control quantity is specifically distributed among the wheels according to the real-time running state of the vehicle, so that the size and specific distribution of the control quantity are more reasonable when the ESC intervenes in the control, the smoothness and control effect of the vehicle stability control are improved, and the stability of the control is improved. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to make the technical solutions in the present application or the prior art clearer, the accompanying drawings needed in the embodiments or prior art description will be briefly introduced. Obviously, the accompanying drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those of ordinary skill in the art without any creative effort.

[0040] Figure 1 is a flowchart of the vehicle stability control method provided by the present application.

[0041] Figure 2 is a schematic diagram of the expected change amount of the slip rate of each wheel provided by the present application.

[0042] Figure 3 is a schematic diagram of the brake force intervention of each wheel provided by the present application.

[0043] Figure 4 is a schematic diagram of the final control amount under the coordination of the two control modes provided by the present application.

[0044] Figure 5 is a flowchart of the working state of the ESC system provided by the present application.

[0045] Figure 6 is a schematic diagram of the structure of the vehicle stability control device provided by the present application.

[0046] Figure 7 is a schematic diagram of the structure of the electronic device provided by the present application. DETAILED DESCRIPTION

[0047] In order to make the technical solutions in the present application or the prior art clearer, the accompanying drawings needed in the embodiments or prior art description will be briefly introduced. Obviously, the accompanying drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those of ordinary skill in the art without any creative effort.

[0048] The vehicle stability control method, device, equipment and storage medium provided by the present application will be described below. Figures 1-7

[0049] is a flowchart of the vehicle stability control method provided by the present application, as shown in the figure, the method comprises the following: Figure 1 Figure 1

[0050] Step 101, determining whether the vehicle has oversteer or understeer based on the current vehicle yaw rate deviation and the difference between the front and rear axle centroid sideslip angles of the vehicle. ​​

[0051] Specifically, it needs to be noted that the execution subject of the embodiment is, for example, an Electronic Stability Control (ESC) system of a vehicle, which is used to determine a control amount according to an actual running condition of the vehicle when it is judged that the vehicle is understeering or oversteering, and to reasonably distribute the control amount to each wheel, so as to realize stability control of the vehicle.

[0052] Among them, the ESC system is an advanced active safety system of the vehicle, which is used to help the driver maintain the stability and maneuverability of the vehicle in emergency situations, and prevent the vehicle from losing control, sliding or overturning. The following is a detailed introduction to the electronic stability control system:

[0053] 1. Working principle includes:

[0054] (1) Sensor system

[0055] Wheel speed sensor: installed on each wheel, real-time monitoring of wheel speed. When the wheel slips or locks, the wheel speed sensor will pass this information to the control unit.

[0056] Steering angle sensor: installed on the steering column, monitoring the steering intention of the driver, that is, the steering angle of the steering wheel. It can determine whether the vehicle is driving according to the driver's intention.

[0057] Lateral acceleration sensor: installed on the vehicle chassis, measures the lateral (left-right) acceleration of the vehicle. When the vehicle slides, the lateral acceleration will change significantly.

[0058] Yaw rate sensor: measures the rotational speed of the vehicle around the vertical axis (Z-axis), that is, the yaw rate of the vehicle. When the actual yaw rate of the vehicle is inconsistent with the steering intention of the driver, it indicates that the vehicle may lose control.

[0059] Brake pressure sensor: monitors the hydraulic pressure in the brake system to ensure the normal operation of the brake system.

[0060] (2) Control unit (ECU)

[0061] The control unit is the core component of the ESC system, which receives signals from various sensors and performs rapid analysis and processing. When the control unit judges that the vehicle has signs of losing control, it will take quick measures.

[0062] The control unit calculates the ideal driving trajectory of the vehicle and compares it with the actual driving trajectory. If there is a deviation between the two, the control unit will correct the driving direction of the vehicle by controlling the brake system and the engine management system.

[0063] (3) Actuator

[0064] Braking system: The ESC system can independently control the braking force of each wheel. When the vehicle is side slipping or understeering, 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 is understeering, the ESC will apply braking force to the inside rear wheels, making the vehicle easier to turn; when the vehicle is oversteering, the ESC will apply braking force to the outside front wheels to prevent the vehicle from rotating too much.

[0065] Engine management system: The ESC system can also help stabilize the vehicle by controlling the output power of the engine. When the vehicle is slipping, the control unit will reduce the torque output of the engine to reduce the degree of wheel slip.

[0066] 2. Main functions include:

[0067] Prevent side slipping, correct understeering and oversteering, improve vehicle handling, reduce accident risk.

[0068] In the method provided by the embodiment, the ESC system first obtains the real-time running state of the vehicle from the sensor, such as 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. Specifically, the understeering and oversteering are usually calculated according to the difference between the ideal driver yaw rate and the actual yaw rate based on the vehicle speed and steering wheel angle. Based on the difference, it is determined whether understeering or oversteering occurs.

[0069] Wherein, understeering refers to the vehicle turning, the vehicle head deviating from the expected driving track; oversteering refers to the vehicle tail deviating from the expected driving track. The ESC system can monitor the vehicle speed and steering wheel angle, vehicle drift rate and lateral acceleration, etc. to determine whether the vehicle is understeering or oversteering, and correct the driving direction of the vehicle by controlling the braking system and engine output, so that the vehicle can travel according to the intention of the driver.

[0070] For example, according to the ideal driver yaw rate and the actual yaw rate, the current vehicle yaw rate deviation is obtained. In addition, since the difference between the front and rear axle centroid sideslip angles can also reflect the degree of understeering or oversteering of the vehicle, the difference between the front and rear axle sideslip angles can be combined to determine whether the vehicle is understeering or oversteering.

[0071] Step 102, in the case of vehicle oversteering or understeering, the target deviation value is determined according to the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles, and the first control quantity of the vehicle is determined based on the target deviation value;

[0072] Specifically, in the case where it is judged that the vehicle is oversteering or understeering, i.e., correction of the oversteering or understeering of the vehicle is required, a first control amount of the vehicle is calculated according to the running state of the vehicle.

[0073] For example, according to the information of the vehicle speed, steering wheel angle, etc., the ideal yaw rate of the driver at the current time is calculated by using the Ackerman vehicle model, and the difference between the ideal yaw rate and the actual yaw rate (which can be filtered) is obtained, i.e., the yaw rate deviation, wherein the actual yaw rate can be measured by the IMU, which is the abbreviation of Inertial Measurement Unit, a commonly used sensor system, widely used in various fields.

[0074] Further, the first control amount Tc can be calculated by using the conventional PID algorithm with the deviation (target deviation value) as input. The PID (Proportional-Integral-Derivative) control algorithm is a classical control algorithm widely used in industrial control systems. It adjusts the control variable by proportional, integral and differential operations on the error (the difference between the set value and the actual value) to make the system achieve the expected control target. The basic principle of the PID algorithm is as follows:

[0075] The PID controller consists of three basic parts: proportional (P), integral (I) and derivative (D). The core idea of the PID algorithm is to adjust the error of the system through the combination of proportional (P), integral (I) and derivative (D) control methods, so as to realize accurate control of the controlled object. The output of the PID controller consists of the following three parts:

[0076] (1) Proportional control (P)

[0077] Principle: The proportional control part adjusts according to the size of the current error. The control output is proportional to the error.

[0078] Formula: P = K p × e(t)

[0079] K p : proportional gain, e(t): current error, i.e., the difference between the set value and the actual value

[0080] Effect: Proportional control can quickly respond to error changes, but alone may cause steady-state error (i.e., the system cannot completely eliminate the error).

[0081] (2) Integral control (I)

[0082] Principle: The integral control part adjusts according to the accumulation of error over time. The control output is proportional to the integral of error.

[0083] Formula:

[0084]

[0085] where, : integral gain, : error at time t

[0086] Effect: Integral control can eliminate steady-state error, but may cause system oscillation and overshoot.

[0087] (3) Derivative control (D)

[0088] Principle: The derivative control part adjusts according to the rate of change of error. The control output is proportional to the derivative of error.

[0089] Formula:

[0090] where, : derivative gain, e(t): current error

[0091] Effect: Derivative control can predict error trends, reduce overshoot and oscillation, but is sensitive to noise.

[0092] (4) Total output of PID controller

[0093] The total output of the PID controller is the combination of the proportional, integral, and derivative parts:

[0094] + +

[0095] where, the adjustment parameters include K p Adjust the proportional gain, which affects the response speed and steady-state error of the system. represents the adjustment of the integral gain, which affects the steady-state error and response time of the system. represents the adjustment of the derivative gain, which affects the overshoot and stability of the system.

[0096] Step 103, 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, determine the target slip rate of each wheel; 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 vehicle's underlying controller to control the vehicle's stability based on the target slip rate of each wheel.

[0097] Specifically, after obtaining the first control amount of the vehicle, i.e., the target control amount, further, it is necessary to reasonably distribute based on the first control amount. After determining the target control amount, it can be distributed to each wheel in the form of target slip ratio or target braking torque. In the present application, both methods are calculated and the actual control amount executed is finally determined.

[0098] This step first introduces the distribution to each wheel in the form of target slip ratio:

[0099] After obtaining the control amount T c , the longitudinal force of each wheel can be changed indirectly by adjusting the slip ratio change amount of the four wheels, so as to achieve the expected control amount T c。

[0100] For example, first, based on the first control amount of the vehicle, the distribution coefficient of at least two wheels of the vehicle, and the actual slip ratio of each wheel, the target slip ratio adjustment amount of each wheel is determined, and then the target slip ratio is determined based on the target slip ratio adjustment amount of each wheel.

[0101] Wherein, the distribution coefficient of each wheel is a parameter related to the vehicle weight and road adhesion coefficient, wherein, 、 、 、 respectively represent the distribution coefficients of the inner front wheel, the outer front wheel, the inner rear wheel and the outer rear wheel, and 、 less than 0, 、 greater than 0. The specific value can be calibrated according to the real vehicle test, and can be calibrated as a parameter related to the vehicle weight and road adhesion coefficient.

[0102] When understeering occurs, since >0, Tc>0 calculated in 1) at this time, the slip ratio change amount calculated according to the above formula is 、 less than 0, 、 greater than 0; when oversteering occurs, since <0, Tctrl<0 calculated in 1) at this time, the slip ratio change amount calculated according to the above formula is 、 greater than 0, 、 less than 0; it can be seen that the slip ratio change amount calculated according to the above formula and convention meets the change required by the vehicle when understeering or oversteering.

[0103] After the target slip ratio of each wheel is calculated, the target slip ratio of each wheel is sent to the bottom controller for execution, and the bottom controller takes the slip ratio as the target to achieve the expected slip ratio through the adjustment of the brake pressure, so as to realize the real-time control of the slip ratio when the steering is oversteering or understeering, that is, the target slip ratio is used for the vehicle stability control of the vehicle based on the target slip ratio of each wheel.

[0104] The method provided by the embodiment first determines whether the vehicle is oversteering or understeering based on the yaw rate deviation of the current vehicle and the difference between the front and rear axle centroid sideslip angles of the vehicle, determines a target deviation value according to the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles in the case that the vehicle is oversteering or understeering, and determines a first control amount of the vehicle based on the target deviation value; further, the target slip ratio of each wheel is determined based on the first control amount of the vehicle, the distribution coefficients of the at least two wheels of the vehicle, and the actual slip ratio of each wheel, wherein the distribution coefficient of each wheel is a parameter related to the vehicle weight and the road adhesion coefficient of the vehicle, and the obtained target slip ratio is used for the vehicle stability control of the vehicle based on the target slip ratio of each wheel.

[0105] In the application, the first control amount is determined according to the real-time running state of the vehicle such as the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles, and then the first control amount is specifically distributed among the wheels according to the real-time running state of the vehicle, so that the size and specific distribution of the control amount are more reasonable when the ESC intervenes in the control, the smoothness and control effect of the vehicle stability control are improved, and the stability of the control is improved.

[0106] According to the vehicle stability control method provided by the application, whether the vehicle is oversteering or understeering is determined based on the yaw rate deviation of the current vehicle and the difference between the front and rear axle centroid sideslip angles of the vehicle, and the method comprises the following steps:

[0107] The vehicle speed and the steering wheel angle of the vehicle are obtained;

[0108] The ideal yaw rate of the driver is determined based on the vehicle speed and the steering wheel angle of the vehicle;

[0109] The yaw rate deviation is determined according to the ideal yaw rate and the actual yaw rate;

[0110] The target deviation value is determined based on the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles of the vehicle;

[0111] Whether the vehicle is oversteering or understeering is determined based on the target deviation value.

[0112] Specifically, in some embodiments, the step 101 of determining whether the vehicle is understeering or oversteering can be implemented by the following steps, including:

[0113] 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 by using an Ackermann steering model. The Ackermann steering model is a classical model for describing the steering motion of a vehicle, and the core principle of the Ackermann steering model is to ensure that the instantaneous steering centers of all wheels of the vehicle coincide at a same point when the vehicle is turning, so as to realize smooth turning.

[0114] Further, the yaw rate deviation is determined according to the ideal yaw rate and the actual yaw rate, as follows:

[0115]

[0116] wherein, represents the yaw rate deviation, represents the ideal yaw rate of the driver at time t, represents the actual yaw rate after filtering processing.

[0117] Similarly, since the difference between the side slip angles of the front and rear axles can also reflect the degree of understeering or oversteering of the vehicle, the difference between the side slip angles of the front and rear axles is calculated as follows:

[0118]

[0119] wherein, represents the difference between the side slip angles of the front and rear axles, represents the side slip angle of the front axle, represents the side slip angle of the front axle.

[0120] Further, the target deviation value is determined based on the yaw rate deviation and the difference between the side slip angles of the front and rear axles, for example, the above two deviations are normalized (divided by the respective theoretical maximum value, converted to a value between 0 and 1) and summed up as a parameter reflecting the expected deviation of the vehicle steering:

[0121]

[0122] wherein, represents the deviation between the actual yaw rate of the current vehicle and the ideal yaw rate of the driver, i.e., the target deviation value, represents the normalized yaw rate deviation, represents the normalized difference between the side slip angles of the front and rear axles.

[0123] Further, the target deviation value is obtained Afterwards, based on the target deviation value, it is determined whether the vehicle is over-steering or under-steering. If the ideal yaw rate is greater than the actual yaw rate, i.e. the target deviation value is greater than 0, it is determined that the vehicle is under-steering, and vice versa, if the ideal yaw rate is less than the actual yaw rate, i.e. the target deviation value is greater than 0, it is determined that the vehicle is over-steering.

[0124] The method provided by the embodiment first determines a yaw rate deviation according to the ideal yaw rate and the actual yaw rate, then determines a target deviation value based on the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles of the vehicle in combination, and further determines whether the vehicle is over-steering or under-steering based on the target deviation value. The embodiment comprehensively utilizes the yaw rate deviation and the difference between the front and rear axle sideslip angles to determine whether the vehicle is over-steering or under-steering, and has high accuracy in determination, thereby improving the stability of the vehicle.

[0125] According to the vehicle stability control method provided by the embodiment, the target slip rate of each wheel is determined based on the first control quantity of the vehicle, the distribution coefficients of at least two wheels of the vehicle, and the actual slip rates of the wheels, and the method comprises the following steps.

[0126] The first control quantity of the vehicle is limited to obtain a second control quantity of the vehicle;

[0127] The target slip rate adjustment quantity of each wheel is determined based on the second control quantity of the vehicle and the distribution coefficients of at least two wheels of the vehicle; the distribution coefficients of the wheels are parameters related to the vehicle weight and the road adhesion coefficient of the vehicle;

[0128] The target slip rate of each wheel is determined based on the target slip rate adjustment quantity of each wheel and the actual slip rate of each wheel; the target slip rate is used for the bottom controller of the vehicle to perform stability control of the vehicle based on the target slip rate of each wheel.

[0129] Specifically, in some embodiments, the specific implementation process of determining the target slip rate of each wheel based on the first control quantity of the vehicle in step 103 comprises the following steps:

[0130] Firstly, the first control quantity of the vehicle is limited to obtain a second control quantity of the vehicle. For example, the process of limiting the first control quantity comprises the following steps:

[0131] When the vehicle speed is lower than V0 (a calibrated value, which can be 15 kph according to experience), the control quantity is forcibly set to 0, i.e. the second control quantity is 0, which can avoid unnecessary intervention of the ESC system when the vehicle speed is too low;

[0132] When the vehicle speed is higher than V1 (a calibrated value, which can be 60kph according to experience), the calculated value at this time is set as the maximum value allowed by the first control amount Tc, to prevent the control amount from being too large at high speed, causing danger. After the above correction, the final control amount T is obtained ctrl .

[0133] Further, the target slip ratio adjustment amount of each wheel can be determined based on the second control amount of the vehicle and distribution coefficients of at least two wheels of the vehicle, wherein the distribution coefficients of each wheel are parameters related to the vehicle weight and the road adhesion coefficient, for example, 、 、 、 respectively represent the distribution coefficients of the inner front wheel, the outer front wheel, the inner rear wheel and the outer rear wheel, and 、 is less than 0, 、 is greater than 0. The specific values can be calibrated according to real vehicle test, and can be calibrated as parameters related to the vehicle weight and the road adhesion coefficient. The process of determining the target slip ratio adjustment amount of each wheel can be performed by executing the following algorithm:

[0134]

[0135]

[0136]

[0137]

[0138] wherein, 、 、 、 respectively represent the distribution coefficients of the inner front wheel, the outer front wheel, the inner rear wheel and the outer rear wheel, represents the target slip ratio adjustment amount of the inner front wheel, represents the target slip ratio adjustment amount of the outer front wheel, represents the target slip ratio adjustment amount of the inner rear wheel, represents the target slip ratio adjustment amount of the outer rear wheel.

[0139] Further, after the target slip ratio adjustment amount of each wheel is calculated, the target slip ratio of each wheel can be finally determined in combination with the actual slip ratio of each wheel, to realize the distribution of the control amount. The target slip ratio is sent to the bottom controller of the vehicle, and the bottom controller of the vehicle performs stability control of the vehicle based on the target slip ratio of each wheel.

[0140] Wherein, based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel, the process of determining the target slip ratio of each wheel is obtained by executing the following formula:

[0141]

[0142] Wherein, The target slip ratio of each wheel at time t is represented by The actual slip ratio of each wheel is represented by The target slip ratio adjustment amount of each wheel is represented by

[0143] Wherein, the actual slip ratio of each wheel is It is obtained by the following way:

[0144]

[0145] Wherein, The current reference vehicle speed is represented by The current reference wheel speed is represented by The actual slip ratio of each wheel is represented by

[0146] Figure 2 The expected change amount of the slip ratio of each wheel is provided by the present application, as shown in Figure 2 The distribution method of the target slip ratio change amount is illustrated by taking the case of the vehicle turning right. In the figure, the red color represents the trend of increasing the wheel braking (including the trend of reducing the driving, and the color depth represents the size of the change amplitude), and the blue color represents the trend of reducing the braking (including the trend of increasing the driving). If the slip ratio slp is defined as positive when driving and negative when braking, then the red color represents the reduction of the slip ratio (del_slp<0), and the blue color represents the increase of the slip ratio (del_slp>0). When the steering is insufficient (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 the steering is excessive, the slip ratio of the inner rear wheel is increased, and the slip ratio of the outer front and rear wheels is reduced.

[0147] The method provided by the present embodiment can meet the distribution characteristics of the slip ratio change amount when the steering is insufficient or excessive by multiplying the total second control amount by the distribution coefficient of each wheel to obtain the target slip ratio change amount. Furthermore, the target slip ratio of each wheel can be calculated based on the determined target slip ratio change amount of each wheel and the actual slip ratio of each wheel, which serves as the basis for subsequent control, realizes the stability control of the vehicle, improves the smoothness and control effect of the vehicle stability control, and improves the stability of the control.

[0148] According to the vehicle stability control method provided by the present application, 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, which comprises:

[0149] The distribution coefficient of each wheel is multiplied by the second control quantity of the vehicle to obtain a target slip ratio adjustment quantity 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.

[0150] Specifically, in some embodiments, the specific implementation process of determining the target slip ratio adjustment quantity of each wheel based on the second control quantity of the vehicle and the distribution coefficient of the at least two wheels of the vehicle includes: multiplying the distribution coefficient of each wheel by the second control quantity of the vehicle to obtain a target slip ratio adjustment quantity 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.

[0151]

[0152]

[0153]

[0154]

[0155] wherein, , , , respectively represent the distribution coefficient of the inner front wheel, the outer front wheel, the inner rear wheel and the outer rear wheel, represents the target slip ratio adjustment quantity of the inner front wheel, represents the target slip ratio adjustment quantity of the outer front wheel, represents the target slip ratio adjustment quantity of the inner rear wheel, represents the target slip ratio adjustment quantity of the outer rear wheel.

[0156] The method provided by the embodiment can meet the slip ratio adjustment quantity distribution characteristics when understeering or oversteering, and further, according to the determined target slip ratio adjustment quantity of each wheel and the actual slip ratio of each wheel, the target slip ratio of each wheel can be calculated, which serves as the basis for subsequent control, realizes the stability control of the vehicle, improves the smoothness and control effect of the stability control of the vehicle, and improves the stability of the control.

[0157] According to the vehicle stability control method provided by the application, the target slip ratio of each wheel is determined based on the target slip ratio adjustment quantity of each wheel and the actual slip ratio of each wheel, and the method comprises the following steps:

[0158] determining a reference vehicle speed and a reference wheel speed of the vehicle;

[0159] determining the actual slip ratio of each wheel based on the reference vehicle speed and the reference wheel speed.

[0160] 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.

[0161] Specifically, in some embodiments, the specific implementation process of determining the target slip ratio of each wheel based on the target slip ratio adjustment amount of each wheel and the actual slip ratio of each wheel includes the following steps:

[0162] First, the reference vehicle speed and the reference wheel speed of the vehicle are determined, and the actual slip ratio of each wheel is determined based on the reference vehicle speed and the reference wheel speed, which is obtained by executing the following formula:

[0163]

[0164] wherein, represents the current reference vehicle speed, represents the current reference wheel speed, represents the actual slip ratio of each wheel.

[0165] Further, 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, which is obtained by executing the following formula:

[0166]

[0167] wherein, represents the target slip ratio of each wheel at time t, represents the actual slip ratio of each wheel, represents the target slip ratio adjustment amount of each wheel.

[0168] After obtaining the target slip ratio of each wheel by the above formula, the target is sent to the underlying controller for execution. The underlying controller takes the slip ratio as the target and adjusts the brake pressure to achieve the expected slip ratio, thereby realizing real-time control of the slip ratio when the steering is excessive or insufficient.

[0169] The method provided by the embodiment can meet the slip ratio change distribution characteristics when the steering is insufficient or excessive by multiplying the distribution coefficient of each wheel by the total second control amount to obtain the target slip ratio change amount. Further, the target slip ratio of each wheel can be calculated based on the determined target slip ratio change amount of each wheel and the current actual slip ratio of each wheel, serving as the basis for subsequent control, realizing stability control of the vehicle, improving the smoothness and control effect of the vehicle stability control, and improving the stability of the control.

[0170] According to the vehicle stability control method provided by the application, the method further includes:

[0171] The target braking force is multiplied by a preset proportional coefficient to obtain a target braking force;

[0172] The target braking force is distributed between the front and rear axles to obtain a braking force of the front wheel and a braking force of the rear wheel;

[0173] The braking force of the front wheel and the braking force of the rear wheel are sent to a bottom controller of the vehicle;

[0174] The braking force of the front wheel and the braking force of the rear wheel are used for the bottom controller of the vehicle to apply the braking force of the front wheel and the braking force of the rear wheel to the inner side wheels when the vehicle has understeering, and to apply the braking force of the front wheel and the braking force of the rear wheel to the outer side wheels when the vehicle has oversteering.

[0175] Specifically, in some embodiments, for a commercial vehicle with a pneumatic control braking system, since the pneumatic control system has slow response and poor adjustment accuracy, although the slip rate closed-loop control obtained by calculation can achieve good control effect, it may not intervene in time and the control may not be obvious. To solve this problem, on the basis of the calculation of the adjustment by the target slip rate, the more direct braking force control intervention is also considered, and the two are complementary to each other to form a better control effect. Figure 3 is a schematic diagram of the intervention of the braking force of each wheel provided by the present application, as shown in FIG. 1. Figure 3 When understeering or oversteering occurs, only the form of applying the braking force to the inner side wheels (understeering) and the outer side wheels (oversteering) is considered to achieve adjustment. Although this method may cause a certain degree of deterioration of comfort, it is more direct and fast for the intervention of vehicle yaw.

[0176] In some embodiments, the process of distributing the target braking force to each wheel is as follows:

[0177] First, the target deviation value is multiplied by a preset proportional coefficient to obtain a target braking force, for example, calculated by the following formula:

[0178]

[0179] where Δs represents the target deviation value, K p represents the preset proportional coefficient, the proportional gain, F ctrl represents the target braking force. It should be noted that directly multiplying K p obtained by the target braking force is equivalent to only P control, ignoring the I and D terms.

[0180] Further, the target braking force is distributed between the front and rear axles to obtain a braking force of the front wheel and a braking force of the rear wheel:

[0181]

[0182]

[0183] wherein, F ctrl target braking force, k f , k r respectively represent the distribution coefficient of the front wheel and the rear wheel, F f represents the braking force of the front wheel, F r represents the braking force of the rear wheel.

[0184] Further, the braking force of the front wheel and the braking force of the rear wheel are sent to the bottom controller of the vehicle, wherein the braking force of the front wheel and the braking force of the rear wheel are used for the bottom controller of the vehicle to act on the inner side wheel when the vehicle has understeering, and to act on the outer side wheel when the vehicle has oversteering. Exemplarily, Figure 4 is the schematic diagram of the final control quantity under the coordination of the two control modes provided by the application, as Figure 4 shown, the above determined braking force of the front wheel and the braking force of the rear wheel act on the inner side wheel when understeering and act on the outer side wheel when oversteering. The target control quantity is also sent to the lower controller for execution to achieve the target braking force.

[0185] Further, it needs to be explained that the above two ways of calculating the target slip ratio and the target braking force, the slip ratio control mode intervenes slowly, and the control precision and comfort are better; the braking force control mode intervenes quickly, but the control precision and comfort are poor. In order to comprehensively control the advantages of the two control effects, at the starting stage of control, when the value of the braking force control is greater than that of the slip ratio control, the value of the braking force control is used as the basis for actual execution; and with the increase of the intervention time, if the braking force corresponding to the slip ratio control exceeds the braking force, after this time, the slip ratio control is used for control, so as to achieve accurate and comfortable control effect until the ESC intervention control is completed.

[0186] The method provided by the embodiment sends the target slip ratio and the target braking force to the bottom controller for implementation, which can realize the decoupling of target quantity calculation and bottom hardware control, facilitate the transplantation in different systems such as pneumatic control and hydraulic pressure, and in addition, the coordination of the slip ratio control mode and the braking force control mode uses the braking force control as the standard at the initial intervention stage, which plays the characteristics of direct and rapid braking force control; after the control quantity of the slip ratio control is increased, the slip ratio control is switched, so that the control is more accurate and comfortable.

[0187] In the preferred technical solution of the application, the target slip ratio variation is distributed to the four wheels, and the slip ratio of the four wheels is adjusted to realize the adjustment of the yaw moment. Alternatively, three wheels (such as the inner front wheel + inner / outer rear wheel) or two wheels (the inner front wheel and the outer rear wheel) can be selected for distribution to achieve the same effect.

[0188] Figure 5 is a flowchart of the working state of the ESC system provided by the application, as shown in Figure 5 , the method comprises the following steps.

[0189] First, based on the ideal yaw and actual yaw angular velocity and the difference between the front and rear axle sideslip angles, the target control amount T ctrl is obtained by using the PID algorithm.

[0190] Then, the slip ratio variation is distributed based on the target control amount T ctrl .

[0191] Further, the target slip ratio is calculated in combination with the current slip ratio.

[0192] Finally, the target slip ratio is sent to the bottom controller for stability control.

[0193] The vehicle stability control device provided by the application is described below, and the vehicle stability control device described below can be referred to in correspondence with the vehicle stability control method described above.

[0194] Figure 6 is a structural diagram of the vehicle stability control device provided by the application, as shown in Figure 6 , the vehicle stability control device 600 comprises the following modules.

[0195] The determination module 610 is configured to determine whether the vehicle has oversteering or understeering based on the yaw angular velocity deviation of the current vehicle and the difference between the front and rear axle centroid sideslip angles of the vehicle.

[0196] The stability control module 620 is configured to determine a target deviation value according to the yaw angular velocity deviation and the difference between the front and rear axle centroid sideslip angles of the vehicle, and determine a first control amount of the vehicle based on the target deviation value, when the vehicle has oversteering or understeering.

[0197] Based on the first control amount of the vehicle, the distribution coefficients of at least two wheels of the vehicle, and the actual slip ratio of each wheel, the target slip ratio of each wheel is determined. 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 ratio is used for the bottom controller of the vehicle to perform stability control of the vehicle based on the target slip ratio of each wheel.

[0198] The stability control device 600 of the vehicle provided by the embodiment comprises a determination module 610 and a stability control module 620. Firstly, the determination module 610 determines whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between front and rear axle centroid sideslip angles of the vehicle. The stability control module 620 determines a target deviation value according to the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles when the vehicle is oversteering or understeering, and determines a first control amount of the vehicle based on the target deviation value. Further, a target slip rate of each wheel is determined based on the first control amount of the vehicle, distribution coefficients of at least two wheels of the vehicle, and actual slip rates of the wheels, wherein the distribution coefficients of the wheels are parameters related to the vehicle weight and the road adhesion coefficient, 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.

[0199] In the present application, the first control amount is determined according to the real-time running state of the vehicle such as the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles, and then the first control amount is specifically distributed among the wheels according to the real-time running state of the vehicle, so that the size and specific distribution of the control amount are more reasonable when the ESC intervenes in the control, the smoothness and control effect of the vehicle stability control are improved, and the stability of the control is improved.

[0200] According to the stability control device 600 of the vehicle provided by the present application, the determination of whether the vehicle is oversteering or understeering based on the yaw rate deviation of the current vehicle and the difference between the front and rear axle centroid sideslip angles of the vehicle comprises:

[0201] The vehicle speed and the steering wheel angle of the vehicle are obtained.

[0202] The ideal yaw rate of the driver is determined based on the vehicle speed and the steering wheel angle of the vehicle.

[0203] The yaw rate deviation is determined according to the ideal yaw rate and the actual yaw rate.

[0204] The target deviation value is determined based on the yaw rate deviation and the difference between the front and rear axle centroid sideslip angles of the vehicle.

[0205] Whether the vehicle is oversteering or understeering is determined based on the target deviation value.

[0206] According to the stability control device 600 of the vehicle provided by the present application, the determination of the target slip rate of each wheel based on the first control amount of the vehicle, the distribution coefficients of at least two wheels of the vehicle, and the actual slip rates of the wheels comprises:

[0207] limiting the first control quantity of the vehicle to obtain a second control quantity of the vehicle;

[0208] determining a target slip ratio adjustment quantity of each wheel of the vehicle based on the second control quantity 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;

[0209] determining a target slip ratio of each wheel of the vehicle based on the target slip ratio adjustment quantity of each wheel and an actual slip ratio of each wheel, the target slip ratio being used for the vehicle stability control of the underlying controller of the vehicle based on the target slip ratio of each wheel.

[0210] According to the present application, a vehicle stability control device 600 is provided, and the target slip ratio adjustment quantity of each wheel of the vehicle is determined based on the second control quantity of the vehicle and the distribution coefficient of at least two wheels of the vehicle, comprising:

[0211] multiplying the distribution coefficient of each wheel and the second control quantity of the vehicle to obtain the target slip ratio adjustment quantity of each wheel, wherein the at least two wheels of the vehicle include the inner front wheel, the outer front wheel, the inner rear wheel and the outer rear wheel.

[0212] According to the present application, a vehicle stability control device 600 is provided, and the target slip ratio of each wheel of the vehicle is determined based on the target slip ratio adjustment quantity of each wheel and the actual slip ratio of each wheel, comprising:

[0213] determining a reference vehicle speed and a reference wheel speed of the vehicle;

[0214] determining the actual slip ratio of each wheel of the vehicle based on the reference vehicle speed and the reference wheel speed;

[0215] determining the target slip ratio of each wheel of the vehicle based on the target slip ratio adjustment quantity of each wheel and the actual slip ratio of each wheel.

[0216] According to the present application, a vehicle stability control device 600 is provided, and the method further comprises:

[0217] multiplying the target deviation value by a preset proportionality coefficient to obtain a target braking force;

[0218] distributing the target braking force between the front and rear axles to obtain a braking force of the front wheel and a braking force of the rear wheel;

[0219] sending the braking force of the front wheel and the braking force of the rear wheel to the underlying controller of the vehicle;

[0220] The brake force of the front wheel and the brake force of the rear wheel are used for the bottom controller of the vehicle to act the brake force of the front wheel and the brake force of the rear wheel on the inner side wheel when the vehicle has understeering, and to act the brake force of the front wheel and the brake force of the rear wheel on the outer side wheel when the vehicle has oversteering.

[0221] Figure 7 An example of a schematic diagram of a physical structure of an electronic device is shown in Figure 7 The electronic device can include a processor 710, a communications interface 720, a memory 730, and a communications bus 740, wherein the processor 710, the communications interface 720, and the memory 730 communicate with each other through the communications bus 740. The processor 710 can invoke a logical instruction in the memory 730 to execute a stability control method of a vehicle, the method comprising:

[0222] Determining whether the vehicle has oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between a front-rear axis centroid side slip angle of the vehicle;

[0223] When the vehicle has oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the front-rear axis centroid side slip angle, and determining a first control amount of the vehicle based on the target deviation value;

[0224] Determining 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. 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 bottom controller of the vehicle to perform stability control of the vehicle based on the target slip rate of each wheel.

[0225] Moreover, the logic instructions in the memory 730 described above can be implemented in the form of software functional units and sold or used as independent products, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0226] In another aspect, the present application also provides a computer program product, which comprises a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and the computer program can be executed by a processor to enable a computer to execute the vehicle stability control method provided by the above-mentioned methods, the method comprising:

[0227] determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between front and rear centroid side slip angles of the vehicle;

[0228] in the case that the vehicle is oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the front and rear centroid side slip angles, and determining a first control quantity of the vehicle based on the target deviation value;

[0229] determining a target slip ratio of each wheel of the vehicle based on the first control quantity of the vehicle, a distribution coefficient of at least two wheels of the vehicle, and an actual slip ratio of each wheel, the distribution coefficient of each wheel being a parameter related to the vehicle weight and the road adhesion coefficient of the vehicle, and the target slip ratio being used for the vehicle stability control of the underlying controller of the vehicle based on the target slip ratio of each wheel.

[0230] In yet another aspect, the present application also provides a non-transitory computer readable storage medium, which stores a computer program, the computer program is executed by a processor to implement the vehicle stability control method provided by the above-mentioned methods, the method comprising:

[0231] determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the current vehicle and a difference between front and rear centroid side slip angles of the vehicle;

[0232] In the case that the vehicle is oversteering or understeering, a target deviation value is determined according to the yaw rate deviation and the difference between the front and rear centroid sideslip angles, and a first control quantity of the vehicle is determined based on the target deviation value;

[0233] A target slip ratio of each wheel is determined based on the first control quantity of the vehicle, distribution coefficients of at least two wheels of the vehicle, and actual slip ratios of the wheels, the distribution coefficients of the wheels being parameters related to the vehicle weight and the road adhesion coefficient, and the target slip ratio being used for a bottom controller of the vehicle to perform stability control of the vehicle based on the target slip ratio of each wheel.

[0234] The device embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0235] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be realized by means of software and the necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0236] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A stability control method of a vehicle, characterized by, The method comprises: determining whether the vehicle is oversteering or understeering based on a yaw rate deviation of the vehicle and a difference between a front axle centroid side slip angle and a rear axle centroid side slip angle of the vehicle; in the case that the vehicle is oversteering or understeering, determining a target deviation value according to the yaw rate deviation and the difference between the front axle centroid side slip angle and the rear axle centroid side slip angle, and determining a first control quantity of the vehicle based on the target deviation value; determining a target slip ratio of each wheel of the vehicle based on the first control quantity of the vehicle, distribution coefficients of at least two wheels of the vehicle, and actual slip ratios of the wheels; the distribution coefficients of the wheels are parameters related to a vehicle weight and a road adhesion coefficient of the vehicle, and the target slip ratio is used for a bottom controller of the vehicle to perform stability control of the vehicle based on the target slip ratio of each wheel; the determining of the target slip ratio of each wheel based on the first control quantity of the vehicle, the distribution coefficients of the at least two wheels of the vehicle, and the actual slip ratios of the wheels comprises: limiting the first control quantity of the vehicle to obtain a second control quantity of the vehicle; determining a target slip ratio adjustment of each wheel based on the second control quantity of the vehicle and the distribution coefficients of the at least two wheels of the vehicle; the distribution coefficients of the wheels are parameters related to the vehicle weight and the road adhesion coefficient of the vehicle; determining the target slip ratio of each wheel based on the target slip ratio adjustment of each wheel and the actual slip ratios of the wheels; the target slip ratio is used for the bottom controller of the vehicle to perform the stability control of the vehicle based on the target slip ratio of each wheel.

2. The stability control method of a vehicle according to claim 1, characterized by the determining of whether the vehicle is oversteering or understeering based on the yaw rate deviation of the vehicle and the difference between the front axle centroid side slip angle and the rear axle centroid side slip angle comprises: obtaining a vehicle speed of the vehicle and a steering wheel angle of the vehicle; determining an ideal yaw rate of a driver based on the vehicle speed of the vehicle and the steering wheel angle of the vehicle; determining a yaw rate deviation according to the ideal yaw rate and an actual yaw rate; determining a target deviation value based on the yaw rate deviation and the difference between the front axle centroid side slip angle and the rear axle centroid side slip angle; determining whether the vehicle is oversteering or understeering based on the target deviation value.

3. The stability control method of a vehicle according to claim 1, characterized by the determining of the target slip ratio adjustment of each wheel based on the second control quantity of the vehicle and the distribution coefficients of the at least two wheels of the vehicle comprises: multiplying the distribution coefficients of each wheel and the second control quantity of the vehicle to obtain the target slip ratio adjustment 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.

4. The stability control method of a vehicle according to claim 1, characterized by the determining of the target slip ratio of each wheel based on the target slip ratio adjustment of each wheel and the actual slip ratios of the wheels comprises: determining a reference vehicle speed and a reference wheel speed of the vehicle; determining the actual slip ratios of the wheels based on the reference vehicle speed and the reference wheel speed; The target slip rates of the wheels are determined based on the target slip rate adjustment amounts of the wheels and the actual slip rates of the wheels.

5. The stability control method of a vehicle according to any one of claims 1 to 4, characterized by The method further comprises: multiplying the target deviation value by a preset proportion coefficient to obtain a target braking force; allocating the target braking force between the front and rear axles to obtain a braking force of the front wheel and a braking force of the rear wheel; sending the braking force of the front wheel and the braking force of the rear wheel to a bottom controller of the vehicle; wherein the braking force of the front wheel and the braking force of the rear wheel are used for the bottom controller of the vehicle to apply the braking force of the front wheel and the braking force of the rear wheel to an inner side wheel when the vehicle has understeer, and to apply the braking force of the front wheel and the braking force of the rear wheel to an outer side wheel when the vehicle has oversteer.

6. A stability control device of a vehicle characterized by comprising: comprises: a determination module configured to determine whether the vehicle has oversteer or understeer based on a yaw rate deviation of the vehicle and a difference between a front-rear centroid side slip angle of the vehicle; a stability control module configured to, when the vehicle has oversteer or understeer, determine a target deviation value according to the yaw rate deviation and the difference between the front-rear centroid side slip angle, and determine a first control amount of the vehicle based on the target deviation value; determine target slip rates of the wheels based on the first control amount of the vehicle, distribution coefficients of at least two wheels of the vehicle, and actual slip rates of the wheels; the distribution coefficients of the wheels are parameters related to a vehicle weight and a road adhesion coefficient of the vehicle, and the target slip rates are used for a bottom controller of the vehicle to perform stability control of the vehicle based on the target slip rates of the wheels; and the determination of the target slip rates of the wheels based on the first control amount of the vehicle, the distribution coefficients of the at least two wheels of the vehicle, and the actual slip rates of the wheels comprises limit value processing of the first control amount of the vehicle to obtain a second control amount of the vehicle. determine target slip rate adjustment amounts of the wheels based on the second control amount of the vehicle and the distribution coefficients of the at least two wheels of the vehicle; the distribution coefficients of the wheels are parameters related to the vehicle weight and the road adhesion coefficient of the vehicle; determine the target slip rates of the wheels based on the target slip rate adjustment amounts of the wheels and the actual slip rates of the wheels; and the target slip rates are used for the bottom controller of the vehicle to perform the stability control of the vehicle based on the target slip rates of the wheels.

7. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the stability control method of the vehicle according to any one of claims 1 to 5.

8. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the stability control method of the vehicle according to any one of claims 1 to 5.

9. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the stability control method of the vehicle according to any one of claims 1 to 5.

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