Vehicle handling stability evaluation method, device and equipment and storage medium

Abstract

The invention discloses a vehicle handling stability evaluation method, device and equipment and a storage medium. The method comprises the steps that the front axle lateral force of a target vehicle is determined according to dynamic state data and rear axle static data of the target vehicle, and the rear axle lateral force of the target vehicle is determined according to the dynamic state data and the front axle static data of the target vehicle; a front axle vertical load and a rear axle vertical load of the target vehicle are obtained, a front axle actual lateral friction coefficient of the target vehicle is determined according to the front axle lateral force and the front axle vertical load, and a rear axle actual lateral friction coefficient of the target vehicle is determined according to the rear axle lateral force and the rear axle vertical load; according to the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, the actual control stability value of the target vehicle is determined, and according to the comparison result of the actual control stability value and the preset control stability range, the comprehensive evaluation result of the control stability of the target vehicle is determined. And the accuracy of evaluating the vehicle handling stability is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and particularly to a method, device, equipment and storage medium for evaluating vehicle handling stability. Background Art

[0002] Vehicle handling stability refers to the ability of a vehicle to maintain an expected driving trajectory under the control of a driver and resist the tendency of losing control caused by external interference or emergency operations. As a core index of vehicle dynamic performance, vehicle handling stability directly affects driving safety and comfort.

[0003] In the prior art, the handling stability of a vehicle is usually measured by indicators such as understeer gradient and yaw rate response.

[0004] However, since indicators such as understeer gradient and yaw rate response mainly reflect the handling stability of a vehicle under steady-state conditions such as turning at a low speed with a fixed steering angle, and vehicle stability failures often occur under transient conditions such as emergency turning, the prior art that measures the handling stability of a vehicle by indicators such as understeer gradient and yaw rate response cannot accurately measure the handling stability of the vehicle when the vehicle is in a transient working condition. Summary of the Invention

[0005] The present invention provides a method, device, equipment and storage medium for evaluating vehicle handling stability, which can dynamically evaluate the handling stability of a vehicle under steady-state and transient conditions and improve the accuracy of evaluating the vehicle handling stability.

[0006] In a first aspect, an embodiment of the present invention provides a method for evaluating vehicle handling stability, the method including:

[0007] Obtain the dynamic state data of a target vehicle, and determine the lateral force of the front axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the rear axle, and determine the lateral force of the rear axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the front axle;

[0008] Obtain the vertical load of the front axle and the vertical load of the rear axle of the target vehicle, and determine the actual lateral friction coefficient of the front axle of the target vehicle according to the lateral force of the front axle and the vertical load of the front axle, and determine the actual lateral friction coefficient of the rear axle of the target vehicle according to the lateral force of the rear axle and the vertical load of the rear axle;

[0009] Determine the actual handling stability value of the target vehicle according to the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, and determine the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range.

[0010] Optionally, the dynamic state data includes the lateral acceleration, yaw moment of inertia, and yaw angular acceleration of the target vehicle, and the rear axle static data includes the mass, wheelbase, and distance from the center of mass to the rear axle of the target vehicle; determining the lateral force of the front axle of the target vehicle based on the dynamic state data and the rear axle static data of the target vehicle includes: calculating the multiplication result of the mass, the distance from the center of mass to the rear axle, and the lateral acceleration of the target vehicle to obtain a first multiplication result, and calculating the multiplication result of the yaw moment of inertia and the yaw angular acceleration of the target vehicle to obtain a second multiplication result; calculating the addition result of the first multiplication result and the second multiplication result to obtain an intermediate calculation result of the front axle, and dividing the intermediate calculation result of the front axle by the wheelbase of the target vehicle to obtain the lateral force of the front axle of the target vehicle.

[0011] Optionally, the front axle static data includes the mass, wheelbase, and distance from the center of mass to the front axle of the target vehicle; determining the lateral force of the rear axle of the target vehicle based on the dynamic state data and the front axle static data of the target vehicle includes: calculating the multiplication result of the mass, the distance from the center of mass to the front axle, and the lateral acceleration of the target vehicle to obtain a third multiplication result, and calculating the multiplication result of the yaw moment of inertia and the yaw angular acceleration of the target vehicle to obtain a fourth multiplication result; calculating the subtraction result of the third multiplication result and the fourth multiplication result to obtain an intermediate calculation result of the rear axle, and dividing the intermediate calculation result of the rear axle by the wheelbase of the target vehicle to obtain the lateral force of the rear axle of the target vehicle.

[0012] Optionally, obtaining the vertical load of the front axle and the vertical load of the rear axle of the target vehicle includes: determining the vertical load of the front axle of the target vehicle according to the mass, gravitational acceleration, distance from the center of mass to the rear axle, and wheelbase of the target vehicle; determining the vertical load of the rear axle of the target vehicle according to the mass, gravitational acceleration, distance from the center of mass to the front axle, and wheelbase of the target vehicle.

[0013] Optionally, before determining the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range, it further includes: testing the target vehicle equipped with the first front wheel tires to obtain multiple front axle test lateral friction coefficients, and testing the target vehicle equipped with the second front wheel tires to obtain multiple rear axle test lateral friction coefficients; wherein, the grip of the second front wheel tires is greater than that of the first front wheel tires; determining multiple candidate handling stability values according to the ratios of multiple groups of corresponding front axle test lateral friction coefficients and rear axle test lateral friction coefficients; selecting the target handling stability value from the candidate handling stability values according to the driving state of the target vehicle at each candidate handling stability value, and determining the preset handling stability range of the target vehicle according to the target handling stability value.

[0014] Optionally, based on the comparison result between the actual handling stability value and the preset handling stability range, determine the comprehensive evaluation result of the handling stability of the target vehicle, including: if the actual handling stability value is within the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle meets the preset stability requirements; if the actual handling stability value is outside the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle does not meet the preset stability requirements, or the handling performance of the target vehicle does not meet the preset handling performance requirements.

[0015] Optionally, after determining the comprehensive evaluation result of the handling stability of the target vehicle based on the comparison result between the actual handling stability value and the preset handling stability range, it further includes: obtaining the actuator on the target vehicle for adjusting the handling stability of the target vehicle, and determining the control commands sent to each actuator according to the actual handling stability value and the preset handling stability range of the target vehicle, so that the actual handling stability value of the target vehicle is within the preset handling stability range.

[0016] In a second aspect, an embodiment of the present invention further provides a vehicle handling stability evaluation device, which includes:

[0017] A lateral force determination module, configured to obtain the dynamic state data of the target vehicle, and determine the front axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the rear axle static data, and determine the rear axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the front axle static data;

[0018] A friction coefficient determination module, configured to obtain the front axle vertical load and the rear axle vertical load of the target vehicle, and determine the actual lateral friction coefficient of the front axle of the target vehicle according to the front axle lateral force and the front axle vertical load, and determine the actual lateral friction coefficient of the rear axle of the target vehicle according to the rear axle lateral force and the rear axle vertical load;

[0019] A stability evaluation module, configured to determine the actual handling stability value of the target vehicle according to the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, and determine the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range.

[0020] In a third aspect, an embodiment of the present invention further provides an electronic device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein, the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle handling stability evaluation method provided in any embodiment of the present invention.

[0021] Fourthly, an embodiment of the present invention further provides a computer-readable storage medium storing computer instructions for causing a processor to implement the vehicle handling stability evaluation method provided in any embodiment of the present invention when executed.

[0022] The technical solution provided by the embodiment of the present invention determines the actual handling stability value of the target vehicle through the dynamic state data of the target vehicle, the static data of the front axle, and the static data of the rear axle, and determines the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range, avoiding the situation that the prior art of measuring the handling stability of a vehicle through indicators such as understeer gradient and yaw rate response is only applicable to steady-state conditions and it is difficult to accurately measure the handling stability of a vehicle under transient conditions. It can realize the dynamic evaluation of the handling stability of a vehicle under steady-state and transient conditions, and improve the accuracy of evaluating the handling stability of a vehicle.

[0023] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention, and those of ordinary skill in the art can obtain other drawings without creative efforts based on these drawings.

[0025] Figure 1 is a flowchart of a vehicle handling stability evaluation method provided in Embodiment 1 of the present invention;

[0026] Figure 2 is a flowchart of another vehicle handling stability evaluation method provided in Embodiment 2 of the present invention;

[0027] Figure 3 is a flowchart of a preferred vehicle handling stability evaluation method provided in the embodiments of the present invention;

[0028] Figure 4 is a schematic structural diagram of a vehicle handling stability evaluation device provided in Embodiment 3 of the present invention;

[0029] Figure 5 is a schematic structural diagram of an electronic device provided in Embodiment 4 of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] To enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0031] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0032] Embodiment 1

[0033] Figure 1 is a flowchart of a method for evaluating vehicle handling stability according to Embodiment 1 of the present invention. This embodiment is applicable to the situation of evaluating the vehicle handling stability. This method can be executed by a vehicle handling stability evaluation device, which can be implemented in the form of hardware and / or software, and the vehicle handling stability evaluation device can be configured in an electronic device.

[0034] As Figure 1 shown, a method for evaluating vehicle handling stability disclosed in this embodiment includes:

[0035] S110. Obtain the dynamic state data of the target vehicle, and determine the lateral force of the front axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the rear axle, and determine the lateral force of the rear axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the front axle.

[0036] In this embodiment, the target vehicle can be understood as the vehicle for which the handling stability evaluation is to be performed. The dynamic state data can be understood as the data used to reflect the dynamic state of the target vehicle, such as the lateral acceleration, yaw moment of inertia, and yaw angular acceleration of the target vehicle, etc. The rear axle static data can be understood as the static data related to the rear axle of the target vehicle, such as the mass, wheelbase, and distance from the center of mass to the rear axle of the target vehicle, etc. The front axle static data can be understood as the static data related to the front axle of the target vehicle, such as the mass, wheelbase, and distance from the center of mass to the front axle of the target vehicle, etc. The front axle lateral force can be used to reflect the lateral force reserve of the front axle of the target vehicle. The rear axle lateral force can be used to reflect the lateral force reserve of the rear axle of the target vehicle.

[0037] In this step, specifically, the front axle lateral force calculation formula can be derived based on the historical dynamic state data, rear axle static data, and driving state of the target vehicle, and the rear axle lateral force calculation formula can be derived based on the dynamic state data, front axle static data, and driving state of the target vehicle. Then, when the target vehicle is driving, the dynamic state data of the target vehicle can be collected in real time, and the dynamic state data of the target vehicle and the rear axle static data can be substituted into the predefined front axle lateral force calculation formula to obtain the front axle lateral force of the target vehicle, and the dynamic state data of the target vehicle and the front axle static data can be substituted into the predefined rear axle lateral force calculation formula to obtain the rear axle lateral force of the target vehicle.

[0038] S120. Obtain the front axle vertical load and rear axle vertical load of the target vehicle, and determine the actual lateral friction coefficient of the front axle of the target vehicle according to the front axle lateral force and the front axle vertical load, and determine the actual lateral friction coefficient of the rear axle of the target vehicle according to the rear axle lateral force and the rear axle vertical load.

[0039] In this embodiment, the front axle vertical load can be understood as the total weight perpendicular to the ground borne by the front axle of the target vehicle. The rear axle vertical load can be understood as the total weight perpendicular to the ground borne by the rear axle of the target vehicle. The actual lateral friction coefficient of the front axle can be understood as the lateral frictional force actually borne by the front axle of the target vehicle. The actual lateral friction coefficient of the rear axle can be understood as the lateral frictional force actually borne by the rear axle of the target vehicle.

[0040] In this step, specifically, the actual lateral friction coefficient of the front axle of the target vehicle can be determined according to the ratio of the front axle lateral force to the front axle vertical load, and the actual lateral friction coefficient of the rear axle of the target vehicle can be determined according to the ratio of the rear axle lateral force to the rear axle vertical load.

[0041] S130. Determine the actual handling stability value of the target vehicle according to the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, and determine the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range.

[0042] In this embodiment, the actual handling stability value can be used to quantify the lateral force reserve of the rear axle of the target vehicle relative to the front axle, which reflects the actual handling stability of the target vehicle. The preset handling stability range can be understood as the handling stability range obtained by testing the target vehicle, such as experimental testing or simulation testing. The comprehensive evaluation result can be used to reflect whether the handling stability of the target vehicle meets the preset stability requirements and / or whether the handling performance meets the preset handling performance requirements.

[0043] In this step, specifically, the actual handling stability value of the target vehicle can be determined according to the ratio of the actual lateral friction coefficient of the front axle to the actual lateral friction coefficient of the rear axle. Then, based on the comparison result between the actual handling stability value and the preset handling stability range, it can be determined whether the handling stability of the target vehicle meets the preset stability requirements and / or whether the handling performance meets the preset handling performance requirements. Finally, when it is determined that the handling stability of the target vehicle does not meet the preset stability requirements and / or the handling performance does not meet the preset handling performance requirements, a warning signal can be sent to the user and a control instruction can be sent to the actuator on the target vehicle for adjusting the handling stability of the target vehicle, so that the actual handling stability value of the target vehicle is within the preset handling stability range.

[0044] The advantage of this setting is that by determining the actual handling stability value of the target vehicle according to the ratio of the actual lateral friction coefficient of the front axle to the actual lateral friction coefficient of the rear axle, it avoids the situation in the prior art of measuring the handling stability of a vehicle through indicators such as the understeer gradient and yaw rate response, which only focuses on the dynamic characteristics of a single force borne by the vehicle in a single direction and makes it difficult to comprehensively reflect the global stability of the target vehicle. By quantifying the lateral force reserve ratio between the front and rear axles, it can indirectly reflect the global stability of the vehicle through the dynamic balance of the lateral forces between the front and rear axles, and comprehensively reflect the global stability of the target vehicle.

[0045] The technical solution of this embodiment is to obtain the dynamic state data of the target vehicle, determine the lateral force of the front axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the rear axle, and determine the lateral force of the rear axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the front axle; obtain the vertical load of the front axle and the vertical load of the rear axle of the target vehicle, and determine the actual lateral friction coefficient of the front axle of the target vehicle according to the lateral force of the front axle and the vertical load of the front axle, and determine the actual lateral friction coefficient of the rear axle of the target vehicle according to the lateral force of the rear axle and the vertical load of the rear axle; according to the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, determine the actual handling stability value of the target vehicle, and according to the comparison result between the actual handling stability value and the preset handling stability range, determine the comprehensive evaluation result of the handling stability of the target vehicle. This technical means solves the problem that the existing technology for measuring the handling stability of a vehicle through indicators such as the understeer gradient and yaw rate response is only applicable to steady-state conditions, resulting in difficulty in accurately measuring the handling stability of the vehicle under transient conditions. It can realize the dynamic evaluation of the handling stability of the vehicle under steady-state and transient conditions, and improve the accuracy of evaluating the handling stability of the vehicle.

[0046] Embodiment 2

[0047] Figure 2 FIG. is a flowchart of another vehicle handling stability evaluation method provided according to Embodiment 2 of the present invention. This embodiment is a further optimization and expansion based on the above embodiments and can be combined with each optional technical solution in the above embodiments.

[0048] As Figure 2 shown, a vehicle handling stability evaluation method disclosed in this embodiment includes:

[0049] S210. Obtain the dynamic state data of the target vehicle, calculate the multiplication result of the mass of the target vehicle, the distance from the center of mass to the rear axle, and the lateral acceleration to obtain a first multiplication result, and calculate the multiplication result of the yaw moment of inertia and the yaw angular acceleration of the target vehicle to obtain a second multiplication result.

[0050] In this embodiment, the dynamic state data may include the lateral acceleration, yaw moment of inertia, and yaw angular acceleration of the target vehicle.

[0051] S220. Calculate the addition result of the first multiplication result and the second multiplication result to obtain an intermediate calculation result of the front axle, and divide the intermediate calculation result of the front axle by the wheelbase of the target vehicle to obtain the lateral force of the front axle of the target vehicle.

[0052] Specifically, the lateral force of the front axle of the target vehicle can be determined by the following lateral force formula of the front axle:

[0053]

[0054] Among them, is the lateral force on the front axle, m is the mass of the target vehicle, and l R is the distance from the center of mass of the target vehicle to the rear axle, ay is the lateral acceleration of the target vehicle, Jz is the yaw moment of inertia of the target vehicle, is the yaw angular acceleration of the target vehicle, and L is the wheelbase of the target vehicle.

[0055] S230. Calculate the product of the mass of the target vehicle, the distance from the center of mass to the front axle, and the lateral acceleration to obtain the third product result. Calculate the product of the yaw moment of inertia of the target vehicle and the yaw angular acceleration to obtain the fourth product result.

[0056] S240. Calculate the difference between the third product result and the fourth product result to obtain the intermediate calculation result for the rear axle, and divide the intermediate calculation result for the rear axle by the wheelbase of the target vehicle to obtain the lateral force on the rear axle of the target vehicle.

[0057] Specifically, the lateral force on the rear axle of the target vehicle can be determined through the following lateral force formula for the rear axle:

[0058]

[0059] Among them, is the lateral force on the rear axle, m is the mass of the target vehicle, and l F is the distance from the center of mass of the target vehicle to the front axle, ay is the lateral acceleration of the target vehicle, Jz is the yaw moment of inertia of the target vehicle, is the yaw angular acceleration of the target vehicle, and L is the wheelbase of the target vehicle.

[0060] Optionally, the wheelbase of the target vehicle can be calculated by the formula L = l F + l R where L is the wheelbase of the target vehicle, l F is the distance from the center of mass of the target vehicle to the front axle, and l R is the distance from the center of mass of the target vehicle to the rear axle.

[0061] S250. Determine the vertical load on the front axle of the target vehicle according to the mass of the target vehicle, the gravitational acceleration, the distance from the center of mass to the rear axle, and the wheelbase, and determine the vertical load on the rear axle of the target vehicle according to the mass of the target vehicle, the gravitational acceleration, the distance from the center of mass to the front axle, and the wheelbase.

[0062] In this step, specifically, the product of the mass of the target vehicle, the acceleration due to gravity, and the distance from the center of mass to the rear axle can be calculated to obtain a fifth product, and the fifth product is divided by the wheelbase of the target vehicle to obtain the vertical load on the front axle of the target vehicle. The product of the mass of the target vehicle, the acceleration due to gravity, and the distance from the center of mass to the front axle is calculated to obtain a sixth product, and the sixth product is divided by the wheelbase of the target vehicle to obtain the vertical load on the rear axle of the target vehicle.

[0063] In a specific example, the vertical load on the front axle of the target vehicle can be determined by the following specific calculation formula:

[0064]

[0065] where Fz, F is the vertical load on the front axle of the target vehicle, m is the mass of the target vehicle, g is the acceleration due to gravity, and l R is the distance from the center of mass of the target vehicle to the rear axle, and L is the wheelbase of the target vehicle.

[0066] The vertical load on the rear axle of the target vehicle is determined by the following specific calculation formula:

[0067]

[0068] where Fz, R is the vertical load on the rear axle of the target vehicle, m is the mass of the target vehicle, g is the acceleration due to gravity, and l F is the distance from the center of mass of the target vehicle to the front axle, and L is the wheelbase of the target vehicle.

[0069] S260. Determine the actual lateral friction coefficient of the front axle of the target vehicle according to the lateral force on the front axle and the vertical load on the front axle, and determine the actual lateral friction coefficient of the rear axle of the target vehicle according to the lateral force on the rear axle and the vertical load on the rear axle.

[0070] In a specific example, the actual lateral friction coefficient of the front axle of the target vehicle can be determined by the following specific calculation formula:

[0071]

[0072] where is the actual lateral friction coefficient of the front axle of the target vehicle, is the lateral force on the front axle of the target vehicle, and Fz, F is the vertical load on the front axle of the target vehicle.

[0073] The actual lateral friction coefficient of the rear axle of the target vehicle is determined by the following specific calculation formula:

[0074]

[0075] wherein, is the actual lateral friction coefficient of the rear axle of the target vehicle, is the lateral force of the rear axle of the target vehicle, Fz, R is the vertical load of the rear axle of the target vehicle.

[0076] S270. Determine the actual handling stability value of the target vehicle according to the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, and determine the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range.

[0077] In a specific example, the actual handling stability value of the target vehicle can be determined through the following specific calculation formula:

[0078]

[0079] wherein, HSR is the actual handling stability value of the target vehicle, is the actual lateral friction coefficient of the front axle of the target vehicle, is the actual lateral friction coefficient of the rear axle of the target vehicle.

[0080] Optionally, according to the comparison result between the actual handling stability value and the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is determined, including: if the actual handling stability value is within the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle meets the preset stability requirements; if the actual handling stability value is outside the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle does not meet the preset stability requirements, or the handling performance of the target vehicle does not meet the preset handling performance requirements.

[0081] Among them, the preset stability requirement can be understood as the requirement to be able to control the target vehicle to maintain the expected driving trajectory under the driver's control and resist the tendency of losing control caused by external interference or emergency operations. The preset handling performance requirement can be understood as the requirement to be able to prevent the ultimate handling performance of the target vehicle from being reduced under the influence of handling stability.

[0082] Specifically, if the actual handling stability value is outside the preset handling stability range and less than the minimum value in the preset handling stability range, it can be considered that the rear axle of the target vehicle saturates before the front axle, and the target vehicle is prone to oversteering due to the saturation of the lateral force on the rear axle. At this time, it can be determined that the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle does not meet the preset stability requirements, but the handling performance of the target vehicle meets the preset handling performance requirements. If the actual handling stability value is outside the preset handling stability range and greater than the maximum value in the preset handling stability range, it can be considered that there is a remaining lateral force on the rear axle of the vehicle, and the vehicle tends to understeer. At this time, it can be determined that the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle overly meets the preset stability requirements, resulting in the handling performance of the target vehicle not meeting the preset handling performance requirements.

[0083] Exemplarily, assuming that the preset handling stability range is greater than or equal to 1.05 and less than or equal to 1.30, then when the actual handling stability value of the target vehicle is calculated to be 1.2661, it can be determined that the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle meets the preset stability requirements.

[0084] The advantage of such a setting is that by calculating the actual handling stability value of the target vehicle in real time and determining the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range, the dynamic evaluation of the handling stability and handling performance of the target vehicle can be realized, significantly improving the safety, handling efficiency and robustness of the target vehicle, and being fully applicable to the scenarios of evaluating and adjusting the handling stability and handling performance of high-performance vehicles, autonomous vehicles and racing cars.

[0085] Optionally, before determining the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range, it further includes: testing the target vehicle equipped with the first front-wheel tires to obtain multiple front-axle test lateral friction coefficients, and testing the target vehicle equipped with the second front-wheel tires to obtain multiple rear-axle test lateral friction coefficients; wherein, the grip of the second front-wheel tires is greater than that of the first front-wheel tires; determining multiple candidate handling stability values according to the ratios of multiple groups of corresponding front-axle test lateral friction coefficients and rear-axle test lateral friction coefficients; selecting the target handling stability value from the candidate handling stability values according to the driving state of the target vehicle at each candidate handling stability value, and determining the preset handling stability range of the target vehicle according to the target handling stability value. Among them, the driving state can be used to reflect the steering and braking effects of the target vehicle under various working conditions, and the steering effect can include understeering, neutral steering and oversteering.

[0086] Specifically, the target vehicle equipped with the first front-wheel tire can be used as the first target vehicle, and the target vehicle equipped with the second front-wheel tire can be used as the second target vehicle. Preferably, the grip of the second front-wheel tire is increased by 10% compared to the grip of the first front-wheel tire. Then, the dynamic state data of the first target vehicle can be obtained through the inertial measurement unit and wheel speed sensor on the first target vehicle. The lateral force of the front axle of the first target vehicle can be determined based on the dynamic state data of the first target vehicle and the static data of the rear axle, and the test lateral friction coefficient of the front axle of the first target vehicle can be determined based on the lateral force of the front axle and the vertical load of the front axle of the first target vehicle. After that, the dynamic state data of the second target vehicle can be obtained through the inertial measurement unit and wheel speed sensor on the second target vehicle. The lateral force of the rear axle of the second target vehicle can be determined based on the dynamic state data of the second target vehicle and the static data of the front axle, and the test lateral friction coefficient of the rear axle of the second target vehicle can be determined based on the lateral force of the rear axle and the vertical load of the rear axle of the second target vehicle. Finally, the ratio of the test lateral friction coefficient of the front axle and the test lateral friction coefficient of the rear axle under the same input conditions can be calculated to obtain multiple candidate handling stability values. According to the driving state of the target vehicle at each candidate handling stability value, the target handling stability value can be selected from the candidate handling stability values, and the preset handling stability range of the target vehicle can be determined based on the target handling stability value and user requirements. In practical applications, the preset handling stability range can be directly determined based on the maximum and minimum values of the target handling stability values. Or the maximum value of the target handling stability value can be amplified, and the minimum value of the target handling stability value can be reduced, and then the preset handling stability range can be determined based on the amplified maximum value and the reduced minimum value. Or the maximum value of the target handling stability value can be reduced, and the minimum value of the target handling stability value can be amplified, and then the preset handling stability range can be determined based on the reduced maximum value and the amplified minimum value.

[0087] Exemplarily, when controlling the first target vehicle and the second target vehicle to perform a steady-state circular drive at 100 kilometers per hour, the steering wheel angles of the first target vehicle and the second target vehicle can be adjusted within the range of 0 to 180 degrees, and the dynamic state data of the first target vehicle and the second target vehicle can be obtained in real time. Then, multiple candidate handling stability values can be determined based on the dynamic state data. Assuming that the target vehicle can achieve neutral steering only when the candidate handling stability value is within the range of 1.15 to 1.25, the preset handling stability range can be obtained by reducing 1.15 and amplifying 1.25 according to user requirements, which is greater than or equal to 1.05 and less than or equal to 1.30.

[0088] The advantages of such a setting are as follows. By testing the target vehicle to obtain the preset handling stability range of the target vehicle, the repeatability and verifiability of the stability evaluation criteria are achieved, and the credibility and reliability of the stability evaluation results are improved. Secondly, by determining the preset handling stability range according to the candidate handling stability values when the target vehicle can achieve neutral steering rather than oversteering and understeering, the handling stability and control performance of the target vehicle are fully considered, ensuring the balance between the handling stability and control performance of the target vehicle.

[0089] S280. If the comprehensive evaluation result shows that the handling stability of the target vehicle does not meet the preset stability requirements, or the control performance of the target vehicle does not meet the preset control performance requirements, then obtain the actuators on the target vehicle for adjusting the handling stability of the target vehicle, and determine the control commands sent to each actuator according to the actual handling stability value of the target vehicle and the preset handling stability range, so that the actual handling stability value of the target vehicle is within the preset handling stability range.

[0090] In this embodiment, the actuators may include a front active camber actuator, a rear-wheel steering actuator, a torque vectoring actuator, etc.

[0091] In this step, specifically, the differences between the actual handling stability value and the minimum and maximum values in the preset handling stability range can be calculated respectively. When the difference between the actual handling stability value and the minimum value is less than the difference between the actual handling stability value and the maximum value, the control parameters sent to each actuator are determined according to the difference between the actual handling stability value and the minimum value. When the difference between the actual handling stability value and the maximum value is less than the difference between the actual handling stability value and the minimum value, the control parameters sent to each actuator are determined according to the difference between the actual handling stability value and the maximum value. Then, the control commands sent to each actuator can be generated according to the control parameters sent to each actuator, and each control command is sent to the corresponding actuator, so that the actual handling stability value of the target vehicle is within the preset handling stability range.

[0092] Exemplarily, assume that the preset handling stability range of the target vehicle is greater than or equal to 1.15 and less than or equal to 1.25. Then, when the actual handling stability value of the target vehicle drops from 1.25 to 1.10, that is, when the driving state of the target vehicle shows an oversteering trend, the control parameters sent to each actuator can be determined according to the difference between 1.10 and 1.15. Then, after generating the control instructions sent to each actuator according to the control parameters sent to each actuator and sending each control instruction to the corresponding actuator, the operation of obtaining the dynamic state data of the target vehicle can be returned until the actual handling stability value of the target vehicle is within the preset handling stability range. Through the above settings, while realizing the coordinated control of each actuator, avoiding the conflict of each actuator and improving the control efficiency, the evaluation effectiveness of the actual handling stability value of the target vehicle under transient conditions is verified.

[0093] The technical solution of this embodiment determines the lateral force of the front axle of the target vehicle according to the distance from the center of mass to the rear axle, and determines the lateral force of the rear axle of the target vehicle according to the distance from the center of mass to the front axle, quantifies the influence of the distance from the center of mass to the rear axle on the lateral force of the front axle, and the influence of the distance from the center of mass to the front axle on the lateral force of the rear axle, and can accurately perform a global stability evaluation on the target vehicle. Secondly, by using the actual handling stability value of the target vehicle and the preset handling stability range to determine the control instructions sent to each actuator, the coordinated control of each actuator can be realized, avoiding the conflict of each actuator and improving the control efficiency.

[0094] In a preferred embodiment, such as Figure 3As shown, the handling stability calculation formula can be derived based on the historical dynamic state data, front axle static data, rear axle static data, and driving state of the target vehicle. Among them, the type of the target vehicle can be various, such as a vehicle in the development stage, an autonomous vehicle, and a racing car, etc. Then, the dynamic state data of the target vehicle can be collected in real time, and by substituting the dynamic state data, front axle static data, and rear axle dynamic data of the target vehicle into the pre-defined handling stability calculation formula, the actual handling stability value of the target vehicle can be obtained. After that, based on the comparison result between the actual handling stability value and the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle can be determined. Optionally, before determining the comprehensive evaluation result of the handling stability of the target vehicle based on the comparison result between the actual handling stability value and the preset handling stability range, it further includes: testing the target vehicle according to the handling stability calculation formula to obtain the preset handling stability range of the target vehicle. Exemplarily, scenarios such as double lane change and slalom can be simulated through a four-degree-of-freedom vehicle model to obtain the actual handling stability value of the target vehicle, and based on the relationship between the actual handling stability value of the target vehicle and the driving state, the preset handling stability range of the target vehicle can be determined. Or, the driver can operate the target vehicle to multiple extreme working conditions, and based on the actual handling stability value under the extreme working conditions, the preset handling stability range of the target vehicle can be determined.

[0095] Finally, when it is determined that the handling stability of the target vehicle does not meet the preset stability requirements, and / or the handling performance does not meet the preset handling performance requirements, a warning signal can be sent to the user and to the actuator on the target vehicle for adjusting the handling stability of the target vehicle, so that the actual handling stability value of the target vehicle is within the preset handling stability range.

[0096] The advantage of such a setting is that by evaluating the handling stability of the target vehicle, it is possible to, during the vehicle development stage, tune the chassis of the vehicle according to the comprehensive evaluation result, select the active system of the vehicle, and optimize the preset handling stability range, thereby improving the handling stability of the vehicle. Secondly, by integrating the vehicle handling stability evaluation method described in any of the above embodiments into the vehicle control unit, it is possible to monitor the handling stability of the autonomous vehicle in real time and adjust the control strategy of the autonomous vehicle according to the handling stability of the autonomous vehicle. Finally, by comparing the actually calculated real-time handling stability value with the handling stability range and determining the comprehensive evaluation result of the handling stability of the target vehicle based on the comparison result, it is possible to provide real-time feedback to the racing car with the comprehensive evaluation result of the racing car under extreme working conditions, facilitating timely adjustment of the control parameters of each actuator on the racing car according to the comprehensive evaluation result, and improving the lap time and handling safety of the racing car.

[0097] Embodiment III

[0098] Figure 4 FIG. 2 is a schematic structural diagram of a vehicle handling stability evaluation device provided according to Embodiment 3 of the present invention. This embodiment is applicable to the situation of evaluating the handling stability of a vehicle. The vehicle handling stability evaluation device can be implemented in the form of hardware and / or software and can be configured in an electronic device.

[0099] As Figure 4 shown, the vehicle handling stability evaluation device disclosed in this embodiment includes a lateral force determination module 41, a friction coefficient determination module 42, and a stability evaluation module 43, where:

[0100] The lateral force determination module 41 is configured to obtain the dynamic state data of the target vehicle, and determine the lateral force of the front axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the rear axle, and determine the lateral force of the rear axle of the target vehicle according to the dynamic state data of the target vehicle and the static data of the front axle;

[0101] The friction coefficient determination module 42 is configured to obtain the vertical load of the front axle and the vertical load of the rear axle of the target vehicle, and determine the actual lateral friction coefficient of the front axle of the target vehicle according to the lateral force of the front axle and the vertical load of the front axle, and determine the actual lateral friction coefficient of the rear axle of the target vehicle according to the lateral force of the rear axle and the vertical load of the rear axle;

[0102] The stability evaluation module 43 is configured to determine the actual handling stability value of the target vehicle according to the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, and determine the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result between the actual handling stability value and the preset handling stability range.

[0103] In the technical solution of this embodiment, through the mutual cooperation of the lateral force determination module, the friction coefficient determination module, and the stability evaluation module, the problem that the existing technology for measuring the handling stability of a vehicle by indicators such as the understeer gradient and the yaw rate response is only applicable to steady-state conditions, resulting in difficulty in accurately measuring the handling stability of the vehicle under transient conditions, can be solved. It can realize the dynamic evaluation of the handling stability of the vehicle under steady-state and transient conditions, and improve the accuracy of evaluating the handling stability of the vehicle.

[0104] Optionally, when the dynamic state data includes the lateral acceleration, yaw moment of inertia, and yaw angular acceleration of the target vehicle, the static data of the rear axle includes the mass, wheelbase, and distance from the center of mass to the rear axle of the target vehicle, and the static data of the front axle includes the mass, wheelbase, and distance from the center of mass to the front axle of the target vehicle, the lateral force determination module 41 includes:

[0105] A first pre - order calculation unit for calculating the product of the mass of the target vehicle, the distance from the center of mass to the rear axle, and the lateral acceleration to obtain a first product, and calculating the product of the yaw moment of inertia and the yaw angular acceleration of the target vehicle to obtain a second product;

[0106] A front - axle lateral force determination unit for calculating the sum of the first product and the second product to obtain an intermediate front - axle calculation result, and dividing the intermediate front - axle calculation result by the wheelbase of the target vehicle to obtain the front - axle lateral force of the target vehicle;

[0107] A second pre - order calculation unit for calculating the product of the mass of the target vehicle, the distance from the center of mass to the front axle, and the lateral acceleration to obtain a third product, and calculating the product of the yaw moment of inertia and the yaw angular acceleration of the target vehicle to obtain a fourth product;

[0108] A rear - axle lateral force determination unit for calculating the difference between the third product and the fourth product to obtain an intermediate rear - axle calculation result, and dividing the intermediate rear - axle calculation result by the wheelbase of the target vehicle to obtain the rear - axle lateral force of the target vehicle.

[0109] Optionally, the friction coefficient determination module 42 is specifically configured to: determine the front - axle vertical load of the target vehicle according to the mass, gravitational acceleration, distance from the center of mass to the rear axle, and wheelbase of the target vehicle; determine the rear - axle vertical load of the target vehicle according to the mass, gravitational acceleration, distance from the center of mass to the front axle, and wheelbase of the target vehicle.

[0110] Optionally, the stability evaluation module 43 is specifically configured to: if the actual handling stability value is within the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle meets the preset stability requirements; if the actual handling stability value is outside the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle does not meet the preset stability requirements, or the handling performance of the target vehicle does not meet the preset handling performance requirements.

[0111] Optionally, the device further includes a stability range determination module, which is specifically configured to:

[0112] Test the target vehicle equipped with the first front - wheel tires to obtain multiple front - axle test lateral friction coefficients, and test the target vehicle equipped with the second front - wheel tires to obtain multiple rear - axle test lateral friction coefficients;

[0113] wherein, the grip of the second front - wheel tires is greater than that of the first front - wheel tires;

[0114] Determine multiple candidate handling stability values according to the ratios of multiple groups of corresponding front - axle test lateral friction coefficients and rear - axle test lateral friction coefficients;

[0115] According to the driving state of the target vehicle at each candidate handling stability value, select the target handling stability value from each candidate handling stability value, and determine the preset handling stability range of the target vehicle according to the target handling stability value.

[0116] Optionally, the device further includes an actuator control module, which is specifically configured to: obtain the actuators used to adjust the handling stability of the target vehicle on the target vehicle, and determine the control instructions sent to each actuator according to the actual handling stability value and the preset handling stability range of the target vehicle, so that the actual handling stability value of the target vehicle is within the preset handling stability range.

[0117] The vehicle handling stability evaluation device provided by the embodiments of the present invention can execute the vehicle handling stability evaluation method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method. The content not described in detail in this embodiment can be referred to the description in any method embodiment of this application.

[0118] Embodiment 4

[0119] Figure 5 Fig. shows a schematic structural diagram of an electronic device 10 that can be used to implement the embodiments of the present invention.

[0120] As Figure 5 shown, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc. Among them, the memory stores a computer program executable by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14. Specifically, the processor 11 can be a vehicle controller.

[0121] A plurality of components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, an optical disc, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0122] The processor 11 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the vehicle handling stability evaluation method.

[0123] In some embodiments, the vehicle handling stability evaluation method can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the vehicle handling stability evaluation method described above can be executed. Alternatively, in other embodiments, the processor 11 can be configured to execute the vehicle handling stability evaluation method by any other suitable means (e.g., by means of firmware).

[0124] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGA), application specific integrated circuits (ASIC), application specific standard products (ASSP), systems on a chip (SOC), complex programmable logic devices (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0125] The computer program for implementing the method of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to the processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowchart and / or block diagram are implemented. The computer program can be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0126] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0127] In order to provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, speech input, or tactile input).

[0128] The systems and techniques described herein can be implemented in a computing system including a back-end component (e.g., as a data server), or a computing system including a middleware component (e.g., an application server), or a computing system including a front-end component (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0129] A computing system may include a client and a server. The client and the server are generally far from each other and usually interact via a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, and solves the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0130] It should be understood that various forms of processes shown above can be used, steps can be reordered, added or deleted. For example, the steps described in the present invention can be executed in parallel, sequentially or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is made herein.

[0131] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A vehicle handling stability evaluation method, characterized in that: The method comprises: Acquire the dynamic state data of the target vehicle, and determine the front axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the static data of the rear axle, and determine the rear axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the static data of the front axle; Obtaining a front axle vertical load and a rear axle vertical load of a target vehicle, and determining an actual lateral friction coefficient of a front axle of the target vehicle according to the front axle lateral force and the front axle vertical load, and determining an actual lateral friction coefficient of a rear axle of the target vehicle according to the rear axle lateral force and the rear axle vertical load; The actual handling stability value of the target vehicle is determined based on the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, and the comprehensive evaluation result of the handling stability of the target vehicle is determined based on the comparison result of the actual handling stability value and the preset handling stability range.

2. The method according to claim 1, characterized in that The dynamic state data includes the lateral acceleration, yaw moment of inertia and yaw angular acceleration of the target vehicle, and the rear axle static data includes the mass, wheelbase and distance from the center of mass to the rear axle of the target vehicle; The method of determining the front axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the static data of the rear axle includes: Calculating the multiplication result of the mass of the target vehicle, the distance from the center of mass to the rear axle, and the lateral acceleration to obtain a first multiplication result, and calculating the multiplication result of the yaw moment of inertia and the yaw angular acceleration of the target vehicle to obtain a second multiplication result; The sum of the first multiplication result and the second multiplication result is calculated to obtain a front axle intermediate calculation result, and the front axle intermediate calculation result is divided by the wheelbase of the target vehicle to obtain the front axle lateral force of the target vehicle.

3. The method according to claim 2, characterized in that The front axle static data includes the mass, wheelbase and distance from the center of mass to the front axle of the target vehicle; The method of determining the rear axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the front axle static data includes: Calculate the multiplication result of the mass of the target vehicle, the distance from the center of mass to the front axle, and the lateral acceleration to obtain a third multiplication result, and calculate the multiplication result of the yaw moment of inertia and the yaw angular acceleration of the target vehicle to obtain a fourth multiplication result; The subtraction result of the third multiplication result and the fourth multiplication result is calculated to obtain the intermediate calculation result of the rear axle, and the intermediate calculation result of the rear axle is divided by the wheelbase of the target vehicle to obtain the rear axle lateral force of the target vehicle.

4. The method according to claim 1, characterized in that: The obtaining of the front axle vertical load and the rear axle vertical load of the target vehicle comprises: Determine the vertical load on the front axle of the target vehicle based on the mass, gravitational acceleration, distance from the center of mass to the rear axle, and wheelbase of the target vehicle; The vertical load on the rear axle of the target vehicle is determined based on the mass, gravitational acceleration, distance from the center of mass to the front axle, and wheelbase of the target vehicle.

5. The method according to claim 1, characterized in that Before determining the comprehensive evaluation result of the handling stability of the target vehicle based on the comparison result of the actual handling stability value and the preset handling stability range, it also includes: Testing a target vehicle equipped with a first front wheel tire to obtain a plurality of front axle test lateral friction coefficients, and testing a target vehicle equipped with a second front wheel tire to obtain a plurality of rear axle test lateral friction coefficients; Wherein, the gripping force of the second front wheel tire is greater than the gripping force of the first front wheel tire; Determining a plurality of candidate handling stability values ​​according to a plurality of corresponding sets of ratios of the front axle test lateral friction coefficient and the rear axle test lateral friction coefficient; According to the driving state of the target vehicle at each candidate handling stability value, a target handling stability value is selected from the candidate handling stability values, and a preset handling stability range of the target vehicle is determined according to the target handling stability value.

6. The method according to claim 1, characterized in that Based on the comparison between the actual handling stability value and the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is determined, including: If the actual handling stability value is within the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle meets the preset stability requirement; If the actual handling stability value is outside the preset handling stability range, the comprehensive evaluation result of the handling stability of the target vehicle is that the handling stability of the target vehicle does not meet the preset stability requirement, or the handling performance of the target vehicle does not meet the preset handling performance requirement.

7. The method according to any one of claims 1 to 6, characterized in that: After determining the comprehensive evaluation result of the handling stability of the target vehicle according to the comparison result of the actual handling stability value and the preset handling stability range, it also includes: An actuator on the target vehicle for adjusting the handling stability of the target vehicle is obtained, and a control instruction to be sent to each of the actuators is determined according to an actual handling stability value of the target vehicle and a preset handling stability range, so that the actual handling stability value of the target vehicle is within the preset handling stability range.

8. A vehicle handling stability evaluation device, characterized in that: The device comprises: A lateral force determination module is used to obtain the dynamic state data of the target vehicle, and determine the front axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the static data of the rear axle, and determine the rear axle lateral force of the target vehicle according to the dynamic state data of the target vehicle and the static data of the front axle; A friction coefficient determination module, used for obtaining a front axle vertical load and a rear axle vertical load of a target vehicle, and determining an actual lateral friction coefficient of a front axle of the target vehicle according to the front axle lateral force and the front axle vertical load, and determining an actual lateral friction coefficient of a rear axle of the target vehicle according to the rear axle lateral force and the rear axle vertical load; The stability evaluation module is used to determine the actual handling stability value of the target vehicle based on the actual lateral friction coefficient of the front axle and the actual lateral friction coefficient of the rear axle, and to determine the comprehensive evaluation result of the handling stability of the target vehicle based on the comparison result of the actual handling stability value and the preset handling stability range.

9. An electronic device, characterized in that: The electronic device comprises: At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle handling stability evaluation method described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle handling stability evaluation method according to any one of claims 1 to 7 when executed.

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