Stability control method and system based on dynamic target yaw

Abstract

The invention relates to a stability control method and system based on dynamic target yaw, and the method comprises the steps: obtaining a first output result based on a vehicle dynamics model, an input steering wheel rotation angle and a pedal signal; based on the operation parameters of the vehicle, the current driving intention of the vehicle is obtained, and the driving intention comprises forward driving and backward driving; calling a corresponding target yaw velocity formula based on the driving intention; obtaining a target yaw velocity based on the first output result and a target yaw velocity formula; on the basis of the target yaw velocity, the obtained side slip angle and the actual yaw velocity, additional yaw moment needing to be applied is obtained; and controlling the yaw stability of the vehicle based on the additional yaw moment. According to the method and the device, the problem of relatively poor yaw control stability caused by poor yaw stability control robustness due to improper single calculation of the target yaw in related technologies can be solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle active safety and chassis electronic control technology, and in particular to a stability control method and system based on dynamic target yaw. Background Art

[0002] Vehicle handling stability refers to the ability of the vehicle to drive in the direction (straight or turning) given by the driver through the steering system and steering wheels under the condition that the driver does not feel overly nervous or tired; and when subject to external interference (uneven road, side wind, unbalanced loading of cargo or passengers), the vehicle can resist interference and maintain stable driving performance.

[0003] The handling stability of a car consists of two interrelated parts, one is maneuverability and the other is stability. In short, good maneuverability means being "obedient", and the car can run according to the driver's requirements; good stability means being able to resist interference.

[0004] In order to control the yaw stability of the vehicle, the solution adopted in the related technology is: first, the target yaw rate is calculated according to the vehicle model, and then the additional yaw moment is calculated according to the deviation between the target yaw rate and the actual yaw rate, and finally stability control is achieved by executing the additional yaw moment.

[0005] The above scheme is a relatively mature and stable control strategy, but it has certain limitations. The vehicle yaw rate calculation model uses fixed parameters, and the calculation process and results will not change flexibly according to the driving mode, which generally cannot adapt well to vehicles with variable shapes or configurations. For example, in the following situations, fixed vehicle model parameters may be difficult to cope with, which will cause a certain degree of functional limitation:

[0006] 1. It is not easy to balance the performance of vehicles such as pickup trucks under different loads when they are empty or fully loaded.

[0007] 2. The impact of the different forward and backward conditions of the vehicle on the yaw stability is not considered.

[0008] 3. The rear wheel steering mechanism is installed without considering the impact of this configuration on yaw stability.

[0009] In this case, since the yaw angular velocity calculation model uses fixed parameters, it is inappropriate to simply calculate the target yaw, and the yaw stability control is poor in robustness, which leads to poor yaw control stability. Summary of the invention

[0010] The embodiments of the present application provide a stability control method and system based on dynamic target yaw, so as to solve the problem in the related art that the yaw angular velocity calculation model adopts fixed parameters, the single calculation of the target yaw is inappropriate, the yaw stability control has poor robustness, and thus leads to poor yaw control stability.

[0011] In a first aspect, a stability control method based on dynamic target yaw is provided, which comprises:

[0012] Obtaining a first output result based on the vehicle dynamics model and the input steering wheel angle and pedal signal;

[0013] Based on the operating parameters of the vehicle, obtaining the current driving intention of the vehicle, wherein the driving intention includes forward driving and reverse driving;

[0014] Based on the driving intention, calling a corresponding target yaw rate formula;

[0015] Based on the first output result and the target yaw rate formula, obtaining a target yaw rate;

[0016] Obtaining an additional yaw moment to be applied based on the target yaw rate, the obtained center of mass sideslip angle, and the actual yaw rate;

[0017] Based on the additional yaw moment, the yaw stability of the vehicle is controlled.

[0018] In some embodiments, the operating parameter includes at least one of a wheel speed direction, a gear position, a yaw rate, and a lateral acceleration;

[0019] When the wheel speed direction is the forward direction, the current driving intention of the vehicle is forward travel; when the wheel speed direction is the backward direction, the current driving intention of the vehicle is backward travel;

[0020] When the gear position is D gear, the current driving intention of the vehicle is to drive forward, and when the gear position is R gear, the current driving intention of the vehicle is to drive backward;

[0021] When the sign of the yaw angular velocity is positive, the current driving intention of the vehicle is to drive forward, and when the sign of the yaw angular velocity is negative, the current driving intention of the vehicle is to drive backward;

[0022] When the sign of the lateral acceleration is positive, the current driving intention of the vehicle is to move forward, and when the sign of the lateral acceleration is negative, the current driving intention of the vehicle is to move backward.

[0023] In some embodiments, when the driving intention is to travel in reverse, the corresponding target yaw rate formula is as follows:

[0024]

[0025] Among them, the characteristic speed m is the total mass of the vehicle, L is the wheelbase of the vehicle, 1 is the distance between the front axle and the center of mass of the vehicle, L 2 is the distance between the rear axle and the center of mass of the vehicle, k 1 is the front wheel cornering stiffness, k 2 is the rear wheel cornering stiffness, v is the longitudinal speed of the vehicle, ω is the target yaw rate, δ 1 is the front wheel turning angle, δ 2 is the rear wheel turning angle.

[0026] In some embodiments, when the driving intention is forward driving, the corresponding target yaw rate formula is as follows:

[0027]

[0028] Among them, the characteristic speed m is the vehicle mass, L is the vehicle wheelbase, 1 is the distance between the front axle and the center of mass of the vehicle, L 2 is the distance between the rear axle and the center of mass of the vehicle, k 1 is the front wheel cornering stiffness, k 2 is the rear wheel cornering stiffness, v is the longitudinal speed of the vehicle, ω is the target yaw rate, δ 1 is the front wheel turning angle, δ 2 is the rear wheel steering angle, and Offset is a custom value.

[0029] In some embodiments, before obtaining the target yaw rate based on the first output result and the target yaw rate formula, the method further includes:

[0030] Get the driving mode of the vehicle;

[0031] When the driving mode is the normal mode, the Offset is assigned a value of 0;

[0032] When the driving mode is the sports mode, obtaining a first yaw rate adjustment value based on a human-computer interaction interface input or based on a voice interaction system input, and assigning it to Offset;

[0033] When the driving mode is the drift mode, a second yaw rate adjustment value based on a human-computer interaction interface input or based on a voice interaction system input is obtained and assigned to Offset.

[0034] In some embodiments, the first output result includes the longitudinal speed v and the front wheel steering angle δ of the vehicle. 1 .

[0035] In some embodiments, when the vehicle is equipped with a rear wheel steering mechanism, the first output result also includes a rear wheel steering angle δ 2 .

[0036] In some embodiments, before obtaining the target yaw rate based on the first output result and the target yaw rate formula, the method further includes:

[0037] Obtaining load distribution information of the front and rear axles of the vehicle;

[0038] Based on the wheelbase of the vehicle and the load distribution information, obtaining the vehicle body mass, the distance between the front axle and the center of mass of the vehicle, the distance between the rear axle and the center of mass of the vehicle, and the cornering stiffness of the two front wheels and the two rear wheels;

[0039] Based on the vehicle body mass, the vehicle's wheelbase, the distance between the front axle and the vehicle's center of mass, the distance between the rear axle and the vehicle's center of mass, and the cornering stiffness of the two front wheels and the two rear wheels, a characteristic vehicle speed is obtained and used as part of the first output result.

[0040] In some embodiments, a second output result is obtained based on the vehicle dynamics model and the input steering wheel angle and pedal signal, wherein the second output result includes a longitudinal acceleration and a lateral acceleration;

[0041] Based on the longitudinal acceleration and the lateral acceleration, and the input steering wheel angle, the center of mass sideslip angle and the actual yaw rate are obtained.

[0042] In a second aspect, a stability control system based on dynamic target yaw is provided, comprising:

[0043] The first module is used to obtain a first output result based on a vehicle dynamics model and an input steering wheel angle and a pedal signal;

[0044] The second module is used to: obtain the current driving intention of the vehicle based on the operating parameters of the vehicle, the driving intention including forward driving and reverse driving, and call the corresponding target yaw rate formula based on the driving intention;

[0045] A third module is used to obtain a target yaw rate based on the first output result and a target yaw rate formula;

[0046] A fourth module is used to obtain an additional yaw moment to be applied based on the target yaw rate, the obtained center of mass sideslip angle and the actual yaw rate;

[0047] A fifth module is used to control the yaw stability of the vehicle based on the additional yaw moment.

[0048] The beneficial effects of the technical solution provided by this application include:

[0049] Taking the vehicle's forward and backward driving conditions into consideration, and selecting the target yaw rate formula that meets the actual driving intention to calculate the target yaw rate according to the driving intention of forward or backward driving, can reduce or even eliminate the impact of different driving intentions on yaw stability, improve the robustness of yaw stability control, and improve the yaw control stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0051] Figure 1 A flow chart of a stability control method based on dynamic target yaw provided in an embodiment of the present application;

[0052] Figure 2 A simplified two-degree-of-freedom vehicle model provided in an embodiment of the present application;

[0053] Figure 3 A schematic diagram of load distribution provided in an embodiment of the present application;

[0054] Figure 4 A relationship diagram between cornering stiffness and vertical force provided in an embodiment of the present application;

[0055] Figure 5 A block diagram of a stability control system based on dynamic target yaw provided in an embodiment of the present application. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0057] See also Figure 1 As shown, the embodiment of the present application provides a stability control method based on dynamic target yaw, which includes:

[0058] 101: Obtain a first output result based on a vehicle dynamics model and an input steering wheel angle and a pedal signal.

[0059] It is understandable that a suitable vehicle dynamics model can be constructed according to the actual vehicle conditions.

[0060] The steering wheel angle and pedal signal are driving parameters input by the driver to the vehicle dynamics model according to his own driving needs, which can be collected and obtained through corresponding sensors.

[0061] 102: Based on the operating parameters of the vehicle, obtain the current driving intention of the vehicle, where the driving intention includes forward driving and reverse driving; based on the driving intention, call a corresponding target yaw rate formula.

[0062] In this example, target yaw rate formulas under different driving intentions are pre-stored.

[0063] Among them, the target yaw rate formula can be calculated by constructing a simplified two-degree-of-freedom vehicle model.

[0064] Specifically, see Figure 2 Simplified two-degree-of-freedom vehicle model shown.

[0065] Based on the above simplified two-degree-of-freedom vehicle model, the following equation can be obtained:

[0066] Lateral force equilibrium equation:

[0067]

[0068] Yaw moment balance equation:

[0069]

[0070] Front wheel steering angle and front wheel sideslip angle equation:

[0071]

[0072] The equations of rear wheel steering angle and rear wheel sideslip angle are:

[0073]

[0074] After steady-state simplification of the above lateral force balance equation, yaw moment balance equation, front wheel steering angle and front wheel sideslip angle equation, and rear wheel steering angle and rear wheel sideslip angle equation, the basic target yaw rate formula is obtained:

[0075]

[0076] Among them, ν CH The characteristic vehicle speed represents the steady-state steering characteristics of the vehicle. In the existing technical solutions, in order to facilitate function debugging, it is often set as a calibrable parameter. After the calibration is completed, the parameter will be locked, thereby restricting the performance of the stability control function under different conditions.

[0077] The characteristic vehicle speed is calculated as follows:

[0078]

[0079] k 1 is the front wheel cornering stiffness, k 2 is the rear wheel cornering stiffness, α 1 is the front wheel slip angle, α 2 is the rear wheel slip angle, β is the center of mass slip angle, δ 1 is the front wheel turning angle, δ 2 is the rear wheel turning angle, L is the wheelbase of the vehicle, L 1 is the distance between the front axle and the center of mass of the vehicle, L 2 is the distance between the rear axle and the center of mass of the vehicle, m is the vehicle mass, Ι is the moment of inertia of the vehicle, v is the longitudinal speed of the vehicle, u is the lateral speed of the vehicle, is the lateral acceleration of the vehicle, u 1 is the lateral speed of the front wheel, u 2 is the rear wheel lateral velocity, ω is the target yaw rate, is the yaw angular acceleration

[0080] The above formula (5) can be used as the target yaw rate formula corresponding to the driving intention of forward driving.

[0081] With conventional technical solutions, there is no stability control for reverse driving. In fact, the calculation formula for the target yaw rate for reverse driving requires some changes.

[0082] Still based on the simplified two-degree-of-freedom vehicle model mentioned above, the target yaw rate formula corresponding to the driving intention of reverse driving can be obtained.

[0083]

[0084] The above formula (7) can be used as the target yaw rate formula corresponding to the driving intention of reverse driving.

[0085] Since formula (7) is for reverse driving, which is opposite to the forward driving mentioned above, and the derivation logic is similar, the above formula (7) can be obtained by adopting a derivation process similar to that for forward driving, and the specific derivation process will not be repeated here.

[0086] By judging the vehicle's operating parameters, the vehicle's current driving intention can be obtained, and the target yaw rate formula can be called to calculate the target yaw rate.

[0087] Therefore, the forward and reverse driving conditions of the vehicle are taken into consideration, and according to the driving intention of forward or reverse driving, the target yaw rate formula that meets the actual driving intention is selected to calculate the target yaw rate. This can reduce or even eliminate the impact of different driving intentions on the yaw stability, improve the robustness of the yaw stability control, and improve the yaw control stability of the vehicle.

[0088] 103: Obtain a target yaw rate based on the first output result and a target yaw rate formula.

[0089] As mentioned above, the characteristic speed ν CH It is usually set as a calibrable parameter, and the parameter will be locked after the calibration is completed. The traditional technical solution usually defaults to the rear wheel steering angle δ 2 is zero, and the wheelbase L of the vehicle is a known quantity. Based on this, the first output result usually includes the longitudinal speed v of the vehicle and the front wheel turning angle δ 1 .

[0090] The longitudinal speed v and the front wheel steering angle δ of the vehicle 1 Substituting into the above formula (5) or (7) can obtain the target yaw rate when the driving intention is forward driving, or the target yaw rate when the driving intention is reverse driving.

[0091] However, it can be seen from the above formula (5) or (7) that the rear wheel turning angle δ 2 It is also one of the factors. With the application of rear-wheel active steering technology and the gradual release of the control of the rear wheel angle, the target yaw angular velocity can no longer be ignored as a calculation factor.

[0092] When the vehicle is equipped with a rear wheel steering mechanism, the first output result should also include the rear wheel steering angle δ 2 , and participates in the target yaw rate calculation.

[0093] Through the above analysis, it can be inferred that when the rear wheel angle is in the same direction as the front wheel angle, the target yaw rate should decrease, that is, the vehicle tends to understeer. Compared with traditional technical solutions, dynamic target yaw can better reflect the actual state of the vehicle and avoid the triggering of stability control being too sensitive.

[0094] Furthermore, it can be seen from the above formula (6) that the characteristic vehicle speed ν CH The distance between the vehicle body mass m and the front axle and the vehicle center of mass L 1 , the distance between the rear axle and the vehicle's center of mass, L 2 , front wheel cornering stiffness k 1 , rear wheel cornering stiffness k 2The characteristic speed v is related to the load condition. For example, the center of mass position of a pickup truck will change when it is empty or fully loaded. At the same time, the tire cornering stiffness is related to the load condition. Therefore, the characteristic speed v is CH Locking after calibration will cause the calculated target yaw angular velocity to differ greatly from the actual one, resulting in poor robustness of yaw stability control, which in turn leads to poor yaw control stability.

[0095] Therefore, when performing dynamic target yaw calculation, it is necessary to dynamically calculate the characteristic vehicle speed v CH .

[0096] Specifically, see Figure 3 As shown, the characteristic vehicle speed ν is dynamically calculated CH The steps include:

[0097] 201: Obtain the load distribution information of the front axle and the rear axle of the vehicle.

[0098] For vehicles equipped with electronically controlled suspension, load distribution information can be directly obtained based on the suspension vertical acceleration and height sensor, including the vertical force F of the left front tire. 11 , right front tire vertical force F 12 , left rear tire vertical force F 21 , right rear tire vertical force F 22 .

[0099] 202: Based on the wheelbase of the vehicle and the load distribution information, obtain the vehicle body mass, the distance between the front axle and the vehicle center of mass, the distance between the rear axle and the vehicle center of mass, and the cornering stiffness of the two front wheels and the two rear wheels.

[0100] The vehicle body mass m is:

[0101]

[0102] Distance L between the front axle and the vehicle's center of mass 1 for:

[0103]

[0104] Distance L between rear axle and vehicle center of mass 1 for:

[0105]

[0106] The front wheel cornering stiffness k 1 , rear wheel cornering stiffness k 2 Related to vertical forces, such as Figure 4 As shown, it can be obtained by looking up the table.

[0107] 203: Based on the vehicle body mass, the wheelbase of the vehicle, the distance between the front axle and the center of mass of the vehicle, the distance between the rear axle and the center of mass of the vehicle, and the cornering stiffness of the two front wheels and the two rear wheels, obtain a characteristic vehicle speed, and use the characteristic vehicle speed as a part of the first output result.

[0108] Through the above analysis, it can be inferred that when the rear axle load increases, in a typical scenario such as a fully loaded pickup truck, the center of mass moves backward and the target yaw rate should decrease, that is, the vehicle tends to understeer. Compared with traditional technical solutions, dynamic target yaw can better reflect the actual state of the vehicle, thereby improving stability control performance.

[0109] 104: Obtain an additional yaw moment to be applied based on the target yaw rate, the obtained center of mass sideslip angle, and the actual yaw rate.

[0110] Specifically, based on the vehicle dynamics model and the input steering wheel angle and pedal signal, a second output result is obtained, and the second output result includes longitudinal acceleration and lateral acceleration; based on the longitudinal acceleration and lateral acceleration, and the input steering wheel angle, the center of mass sideslip angle and the actual yaw angular velocity are obtained.

[0111] The difference between the target yaw rate and the actual yaw rate is calculated, and the difference is used as a control variable. Together with the sideslip angle of the center of mass, an additional yaw moment to be applied is calculated based on a sliding mode control algorithm.

[0112] 105: Based on the additional yaw moment, control the yaw stability of the vehicle.

[0113] The additional yaw moment is evenly distributed to each wheel of the vehicle to obtain an additional driving moment of each wheel, thereby controlling the yaw stability of the vehicle.

[0114] Further, the operating parameter includes at least one of a wheel speed direction, a gear position, a yaw rate and a lateral acceleration;

[0115] When the wheel speed direction is the forward direction, the vehicle's current driving intention is forward travel; when the wheel speed direction is the backward direction, the vehicle's current driving intention is backward travel; the wheel speed direction can be obtained from a wheel speed sensor, mainly including the forward direction, the backward direction and stationary.

[0116] When the gear position is D gear, the vehicle's current driving intention is to move forward, and when the gear position is R gear, the vehicle's current driving intention is to move backward; the gear position can be obtained from the vehicle controller, including forward gear, neutral gear, and reverse gear (ie, R gear).

[0117] When the sign of the yaw angular velocity is positive, the current driving intention of the vehicle is to drive forward, and when the sign of the yaw angular velocity is negative, the current driving intention of the vehicle is to drive backward;

[0118] When the sign of the lateral acceleration is positive, the current driving intention of the vehicle is to move forward, and when the sign of the lateral acceleration is negative, the current driving intention of the vehicle is to move backward.

[0119] The yaw rate and lateral acceleration are obtained from the inertial sensor, and forward and reverse driving are determined by the signs of the values.

[0120] For drivers with high driving skills and personalized requirements for vehicle dynamics, the target yaw rate can also be actively defined by the driver to better reflect the driver's intention. For example, the driver can actively select a driving mode that increases or decreases the target yaw rate through the human-machine interface, thereby affecting the vehicle's dynamic characteristics.

[0121] Based on this, when the driving intention is to drive forward, the corresponding target yaw rate formula (5) should be adjusted to the following formula (11):

[0122]

[0123] Among them, Offset is a custom value.

[0124] Therefore, before obtaining the target yaw rate based on the first output result and the target yaw rate formula, the method further includes:

[0125] Get the driving mode of the vehicle;

[0126] When the driving mode is the normal mode, Offset is assigned a value of 0, which is the above formula (5).

[0127] When the driving mode is the sports mode, a first yaw rate adjustment value based on a human-machine interaction interface input or based on a voice interaction system input is obtained and assigned to Offset.

[0128] When the driving mode is the drift mode, a second yaw rate adjustment value based on a human-computer interaction interface input or based on a voice interaction system input is obtained and assigned to Offset.

[0129] By dynamically adjusting the target yaw rate in a driver-defined manner, the timing and degree of stability control intervention can be changed to meet the driver's personalized requirements.

[0130] Among them, a first threshold range can be set for the first yaw angular velocity adjustment value. When customization is performed, the first yaw angular velocity adjustment value needs to be within the first threshold range. Similarly, a second threshold range can be set for the second yaw angular velocity adjustment value. When customization is performed, the second yaw angular velocity adjustment value needs to be within the second threshold range.

[0131] It can be understood that the first threshold range and the second threshold range mentioned above do not overlap.

[0132] Based on the same technical concept, see Figure 5 As shown, the embodiment of the present application also provides a stability control system based on dynamic target yaw, which includes:

[0133] The first module is used to obtain a first output result based on a vehicle dynamics model and an input steering wheel angle and a pedal signal.

[0134] The second module is used to obtain the current driving intention of the vehicle based on the operating parameters of the vehicle, wherein the driving intention includes forward driving and reverse driving, and based on the driving intention, call the corresponding target yaw angular velocity formula.

[0135] The third module is used to obtain a target yaw rate based on the first output result and a target yaw rate formula.

[0136] The fourth module is used to obtain an additional yaw moment to be applied based on the target yaw rate, the obtained center of mass sideslip angle and the actual yaw rate.

[0137] A fifth module is used to control the yaw stability of the vehicle based on the additional yaw moment.

[0138] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0139] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0140] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A stability control method based on dynamic target yaw, characterized in that: It includes: Obtaining a first output result based on the vehicle dynamics model and the input steering wheel angle and pedal signal; Based on the operating parameters of the vehicle, obtaining the current driving intention of the vehicle, wherein the driving intention includes forward driving and reverse driving; Based on the driving intention, calling a corresponding target yaw rate formula; Based on the first output result and the target yaw rate formula, obtaining a target yaw rate; Obtaining an additional yaw moment to be applied based on the target yaw rate, the obtained center of mass sideslip angle, and the actual yaw rate; Based on the additional yaw moment, the yaw stability of the vehicle is controlled.

2. The stability control method based on dynamic target yaw as claimed in claim 1, characterized in that: The operating parameter includes at least one of a wheel speed direction, a gear position, a yaw rate, and a lateral acceleration; When the wheel speed direction is the forward direction, the current driving intention of the vehicle is forward travel; when the wheel speed direction is the backward direction, the current driving intention of the vehicle is backward travel; When the gear position is D gear, the current driving intention of the vehicle is to drive forward, and when the gear position is R gear, the current driving intention of the vehicle is to drive backward; When the sign of the yaw angular velocity is positive, the current driving intention of the vehicle is to drive forward, and when the sign of the yaw angular velocity is negative, the current driving intention of the vehicle is to drive backward; When the sign of the lateral acceleration is positive, the current driving intention of the vehicle is to move forward, and when the sign of the lateral acceleration is negative, the current driving intention of the vehicle is to move backward.

3. The stability control method based on dynamic target yaw as claimed in claim 1, characterized in that: When the driving intention is to drive backward, the corresponding target yaw rate formula is as follows: Among them, the characteristic speed m is the total mass of the vehicle, L is the wheelbase of the vehicle, L1 is the distance between the front axle and the center of mass of the vehicle, L2 is the distance between the rear axle and the center of mass of the vehicle, k1 is the front wheel cornering stiffness, k2 is the rear wheel cornering stiffness, v is the longitudinal speed of the vehicle, ω is the target yaw rate, δ1 is the front wheel turning angle, and δ2 is the rear wheel turning angle.

4. The stability control method based on dynamic target yaw as claimed in claim 1, characterized in that: When the driving intention is to drive forward, the corresponding target yaw rate formula is as follows: Among them, the characteristic speed m is the vehicle body mass, L is the vehicle's wheelbase, L1 is the distance between the front axle and the vehicle's center of mass, L2 is the distance between the rear axle and the vehicle's center of mass, k1 is the front wheel cornering stiffness, k2 is the rear wheel cornering stiffness, v is the vehicle's longitudinal speed, ω is the target yaw rate, δ1 is the front wheel steering angle, δ2 is the rear wheel steering angle, and Offset is a custom value.

5. The stability control method based on dynamic target yaw as claimed in claim 4, characterized in that: Before obtaining the target yaw rate based on the first output result and the target yaw rate formula, the method further includes: Get the driving mode of the vehicle; When the driving mode is the normal mode, the Offset is assigned a value of 0; When the driving mode is the sports mode, obtaining a first yaw rate adjustment value based on a human-computer interaction interface input or based on a voice interaction system input, and assigning it to Offset; When the driving mode is the drift mode, a second yaw rate adjustment value based on a human-machine interaction interface input or based on a voice interaction system input is obtained and assigned to Offset.

6. The stability control method based on dynamic target yaw as claimed in claim 1, characterized in that: The first output result includes the longitudinal speed v of the vehicle and the front wheel turning angle δ1.

7. The stability control method based on dynamic target yaw as claimed in claim 6, characterized in that: When the vehicle is equipped with a rear-wheel steering mechanism, the first output result also includes a rear-wheel steering angle δ2.

8. The stability control method based on dynamic target yaw as claimed in claim 6, characterized in that: Before obtaining the target yaw rate based on the first output result and the target yaw rate formula, the method further includes: Obtaining load distribution information of the front and rear axles of the vehicle; Based on the wheelbase of the vehicle and the load distribution information, obtaining the vehicle body mass, the distance between the front axle and the vehicle center of mass, the distance between the rear axle and the vehicle center of mass, and the cornering stiffness of the two front wheels and the two rear wheels; Based on the vehicle body mass, the vehicle's wheelbase, the distance between the front axle and the vehicle's center of mass, the distance between the rear axle and the vehicle's center of mass, and the cornering stiffness of the two front wheels and the two rear wheels, a characteristic vehicle speed is obtained and used as part of the first output result.

9. The stability control method based on dynamic target yaw as claimed in claim 1, characterized in that: Based on the vehicle dynamics model and the input steering wheel angle and pedal signal, a second output result is obtained, wherein the second output result includes a longitudinal acceleration and a lateral acceleration; Based on the longitudinal acceleration and the lateral acceleration, and the input steering wheel angle, the center of mass sideslip angle and the actual yaw rate are obtained.

10. A stability control system based on dynamic target yaw, characterized in that: It includes: The first module is used to obtain a first output result based on a vehicle dynamics model and an input steering wheel angle and a pedal signal; The second module is used to: obtain the current driving intention of the vehicle based on the operating parameters of the vehicle, the driving intention including forward driving and reverse driving, and call the corresponding target yaw rate formula based on the driving intention; A third module is used to: obtain a target yaw rate based on the first output result and a target yaw rate formula; A fourth module is used to obtain an additional yaw moment to be applied based on the target yaw rate, the obtained center of mass sideslip angle and the actual yaw rate; A fifth module is used to control the yaw stability of the vehicle based on the additional yaw moment.

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