Vehicle stable turning control method and system

Abstract

The invention discloses a vehicle stable turning control method and system, and belongs to the technical field of vehicle stable control. The method comprises the steps that the actual yaw velocity and the actual side slip angle of a vehicle are obtained; calculating an error between the actual yaw velocity and the nominal yaw velocity of the vehicle as a yaw velocity error; according to the actual yaw velocity of the vehicle, the yaw velocity change rate is calculated and determined; the dead zone range of the yaw velocity is determined according to the actual slip angle and the yaw velocity change rate; according to the yaw velocity error and the dead zone range of the yaw velocity, PID control is conducted on the yaw angular acceleration of the vehicle, and the additional yaw angular acceleration of the vehicle is determined; determining a target braking force and a target front wheel turning angle of the vehicle according to the additional yaw angle acceleration of the vehicle; and controlling the vehicle according to the target braking force and the target front wheel turning angle of the vehicle. Stable control over vehicle turning is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of automotive electronic stability control, and in particular to a vehicle stable cornering control method and system. Background Art

[0002] Vehicle cornering stability control mainly relies on the electronic stability control system (ESC). The core of ESC is to collect vehicle status (such as yaw rate, sideslip angle of center of mass, vehicle speed, etc.) through sensors and trigger control strategies based on threshold judgment.

[0003] Existing control strategies generally use fixed-gain PID controllers to adjust braking force distribution or active steering angle to correct vehicle posture. These fixed-gain PID controllers have fixed control parameters that do not change with different driving scenarios, resulting in suboptimal vehicle control. Existing PID controllers have a fixed deadband range and are not suitable for all steering scenarios. For example, in understeer scenarios, the vehicle's yaw rate of change is small, and using a smaller deadband range can easily lead to untimely vehicle control issues. In oversteer scenarios, the vehicle's yaw rate of change is large, and using a larger deadband range can compromise vehicle stability.

[0004] Therefore, the existing technology cannot achieve stable PID control of vehicle cornering. Summary of the Invention

[0005] The present invention provides a method and system for controlling vehicle cornering stability. The technical solution is as follows: In one aspect, an embodiment of the present application provides a vehicle stable cornering control method, the method comprising: Get the actual yaw rate and sideslip angle of the vehicle; Calculate the error between the actual yaw rate of the vehicle and the nominal yaw rate as the yaw rate error; Calculate and determine the yaw rate change rate according to the actual yaw rate of the vehicle; Determine the dead zone range of the yaw rate according to the actual sideslip angle and the yaw rate change rate; According to the yaw rate error and the dead zone range of the yaw rate, the yaw acceleration of the vehicle is controlled by PID to determine the additional yaw acceleration of the vehicle; determining a target braking force and a target front wheel turning angle of the vehicle according to the additional yaw angular acceleration of the vehicle; The vehicle is controlled according to the target braking force and target front wheel steering angle of the vehicle.

[0006] Furthermore, when the vehicle's sideslip angle is greater than 0 and the yaw rate change rate is greater than 0, the yaw rate dead zone range is determined to be a first dead zone range; when the vehicle's sideslip angle is less than 0 and the yaw rate change rate is greater than 0, the yaw rate dead zone range is determined to be a second dead zone range, wherein the first dead zone range is greater than the second dead zone range.

[0007] Furthermore, the PID controller is used to perform PID control on the yaw acceleration of the vehicle, and the process of determining the additional yaw acceleration of the vehicle includes: Determine the proportional control output of the PID controller according to the proportional gain of the PID controller and the yaw rate error of the vehicle; Determine the integral control output of the PID controller based on the integral gain and integral error of the PID controller; The proportional control output and the integral control output are added to obtain the additional yaw acceleration of the vehicle.

[0008] Further, obtaining the vehicle speed; According to the vehicle speed and vehicle sideslip angle, the basic proportional gain is corrected to determine the proportional gain of the PID controller.

[0009] Furthermore, the maximum adhesion coefficient of the road surface on which the vehicle is located is obtained; According to the maximum adhesion coefficient of the road surface on which the vehicle is located, the basic integral gain is corrected to determine the integral gain of the PID controller.

[0010] Furthermore, the slip ratio of the vehicle is also obtained; When the wheel slip rate on one side is greater than the set slip rate threshold, the vehicle's sideslip angle is greater than the set sideslip angle threshold, the vehicle's steering state is switched, or the vehicle's rear axle slip rate changes suddenly, the integral term is cleared.

[0011] In another aspect, an embodiment of the present application provides a vehicle cornering stability control system, the system comprising: A data acquisition unit, used to acquire the actual yaw rate and actual sideslip angle of the vehicle; a yaw rate error calculation unit, configured to calculate an error between an actual yaw rate of the vehicle and a nominal yaw rate as a yaw rate error; a yaw rate change rate calculation unit, configured to calculate and determine the yaw rate change rate based on the actual yaw rate of the vehicle; a dead zone range determining unit, configured to determine a dead zone range of the yaw rate according to an actual sideslip angle and a yaw rate change rate; an additional yaw acceleration determination unit, configured to perform PID control on the yaw acceleration of the vehicle according to the yaw velocity error and the dead zone range of the yaw velocity, and determine the additional yaw acceleration of the vehicle; a target determination unit, configured to determine a target braking force and a target front wheel turning angle of the vehicle according to an additional yaw angular acceleration of the vehicle; The control unit is used to control the vehicle according to the target braking force and target front wheel steering angle of the vehicle.

[0012] In another aspect, an embodiment of the present application provides a computer device, comprising: a processor adapted to execute a computer program; A computer-readable storage medium having a computer program stored therein, wherein the computer program, when executed by the processor, implements a vehicle stable cornering control method provided in an embodiment of the present application.

[0013] On the other hand, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. The computer program is suitable for being loaded by a processor and executing a vehicle stable cornering control method provided by an embodiment of the present application.

[0014] On the other hand, an embodiment of the present application provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements a vehicle stable cornering control method provided by an embodiment of the present application.

[0015] The technical solutions provided by the embodiments of the present application include at least the following beneficial effects: An embodiment of the present application provides a vehicle stable cornering control method and system. When performing PID control on a vehicle, the method calculates the vehicle's yaw rate change rate; then, based on the yaw rate change rate and the vehicle's actual sideslip angle, dynamically determines the yaw rate dead zone range; and finally, based on the determined yaw rate dead zone range, performs PID control on the vehicle to avoid frequent adjustments of the system due to minor errors or interference, thereby improving stability, protecting hardware, or optimizing performance.

[0016] In addition, the method also updates the proportional gain and integral gain of the PID controller according to the vehicle speed, the vehicle sideslip angle and the maximum adhesion coefficient of the road surface on which the vehicle is located, thereby ensuring the control effect of the PID controller on the vehicle.

[0017] The method also does not design an integral item zeroing mechanism for special working conditions such as excessive slip rate of one side wheel or sudden change of road adhesion coefficient, so as to prevent vehicle control failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are merely drawings of the present application that can be used to obtain other drawings based on these drawings.

[0019] Figure 1 A flow chart of a vehicle stable cornering control method provided by an exemplary embodiment of the present application is shown. DETAILED DESCRIPTION

[0020] To make the objectives, technical solutions, and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings. Exemplary embodiments will be described in detail herein, with examples shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are merely examples of devices and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0021] First, a brief introduction to the terms involved in the embodiments of this application is given: PID Control Algorithm: The PID control algorithm integrates proportional, integral, and differential control. The essence of PID control is to perform proportional, integral, and differential calculations based on the input deviation, and use the results to control the output. In closed-loop control, it can automatically and accurately correct the control system. PID control has the advantages of simple principle, strong robustness, and wide applicability, making it a mature and widely used control system.

[0022] PID controller: A proportional-integral-derivative controller, consisting of a proportional unit (Proportional), an integral unit (Integral), and a derivative unit (Derivative). Its characteristics can be adjusted by adjusting the gains of these three units. PID controllers are primarily suitable for systems with essentially linear dynamic characteristics that do not change over time.

[0023] Secondly, the application scenario of a vehicle stable cornering control method proposed in an embodiment of the present application is described.

[0024] A vehicle stable cornering control method proposed in an embodiment of the present application is applied to cornering control of a vehicle.

[0025] Current vehicles use a fixed-gain PID controller to adjust the braking force distribution or the active steering angle to correct the vehicle posture and control the vehicle through corners.

[0026] The control parameters in a fixed-gain PID controller are fixed and do not change with different driving scenarios, resulting in suboptimal vehicle control. The dead zone range of the PID controller in the prior art is fixed and is not applicable to all steering scenarios. For example, in an understeering scenario, the vehicle's yaw rate change rate is small. When a smaller dead zone range is used, the vehicle is prone to untimely control. In an oversteering scenario, the vehicle's yaw rate change rate is large. When a larger dead zone range is used, the vehicle's stability cannot be guaranteed.

[0027] The real-time changes in wheel slip rate, wheel slip ratio, and road adhesion coefficient are not fully considered in the control accuracy, making it difficult to achieve accurate calculation of additional yaw angular acceleration. When calculating the integral term, long-term error accumulation can easily lead to overshoot or oscillation, especially in complex road conditions, resulting in insufficient stability. In dynamic adaptability, the existing PID controller does not dynamically adjust the dead zone range according to the vehicle's steering state (understeer and oversteer), resulting in frequent invalid control actions. The impact of the multiple variables of the center of mass sideslip angle, slip rate, wheel slip ratio, and road adhesion coefficient on the PID gain is not integrated, resulting in limited control effectiveness. At the same time, there is no integral term zeroing mechanism designed for special operating conditions such as excessive unilateral wheel slip rate or sudden changes in the road adhesion coefficient, which can easily lead to control failure.

[0028] Afterwards, an application system of a vehicle stable cornering control method proposed in an embodiment of the present application is described.

[0029] A vehicle stable cornering control method proposed in an embodiment of the present application is applied to a vehicle with intelligent driving, wherein a data acquisition unit, a data analysis unit, and an actuator are provided on the vehicle; The data acquisition unit is used to obtain the nominal yaw rate, actual yaw rate, actual yaw rate change rate, sideslip angle, vehicle speed, slip rate, maximum road adhesion coefficient and vehicle control state in the previous cycle; The data analysis unit is configured to determine, based on the data acquired by the data acquisition unit, a dead zone range of the yaw rate, a yaw rate error, a proportional gain, and an integral gain of a PID controller; further determine, based on the above data, an additional yaw acceleration of the vehicle; determine, based on the additional yaw acceleration of the vehicle, a target braking force and a target front wheel steering angle of the vehicle; generate a control instruction based on the target braking force and target front wheel steering angle of the vehicle, and control the vehicle based on the control quality.

[0030] Actuator, used to execute control instructions.

[0031] Based on the application scenario and application system of a vehicle stable cornering control method proposed in the embodiment of the present application, combined with Figure 1 , a vehicle stable cornering control method proposed in an embodiment of the present application is described in detail.

[0032] An embodiment of the present application provides a vehicle stable cornering control method, the method comprising: Get the actual yaw rate and sideslip angle of the vehicle; Calculate the error between the actual yaw rate of the vehicle and the nominal yaw rate as the yaw rate error; Calculate and determine the yaw rate change rate according to the actual yaw rate of the vehicle; Determine the dead zone range of the yaw rate according to the actual sideslip angle and the yaw rate change rate; According to the yaw rate error and the dead zone range of the yaw rate, the yaw acceleration of the vehicle is controlled by PID to determine the additional yaw acceleration of the vehicle; determining a target braking force and a target front wheel turning angle of the vehicle according to the additional yaw angular acceleration of the vehicle; The vehicle is controlled according to the target braking force and target front wheel steering angle of the vehicle.

[0033] To determine the dead zone range, it is necessary to preset the steering state judgment logic in the controller and compare the actual side slip angle and the yaw rate of change To achieve dynamic switching, the judgment logic needs to be verified in combination with the vehicle dynamics model. First, calculate the yaw rate error. :

[0034] in, Is the yaw rate error, which represents the difference between the vehicle's current actual yaw rate and the nominal yaw rate. It is the input parameter of the PID controller and is used to enable dead zone judgment. This indicates that the vehicle has not achieved the expected steering effect, indicating that the vehicle is not steering enough; if Indicates that the vehicle is oversteering; if This indicates that the current vehicle motion state fully matches the expected trajectory. is the nominal yaw rate, which is calculated by the vehicle dynamics model and reflects the driver's intention and the ideal vehicle response. It serves as the control target of the PID controller. The actual yaw angular velocity is collected in real time by the inertial measurement unit. Its value is directly measured by the sensor, reflecting the actual state change of the vehicle and serving as the feedback signal of the control system.

[0035] In some embodiments, an inertial measurement unit is used Real-time acquisition of the vehicle's actual yaw rate And the three-axis acceleration of the vehicle, the sampling frequency is greater than or equal to Hertz, error accuracy is less than or equal to Radians per second, the inertial measurement unit needs to integrate a three-axis gyroscope and accelerometer, and eliminate noise interference through the Kalman filter algorithm.

[0036] Among them, the side slip angle According to the lateral acceleration of the vehicle and longitudinal acceleration Calculate and obtain, specifically:

[0037] Since the actual slip angle and yaw rate change rate of the vehicle can reflect the vehicle's steering state, when the yaw rate dead zone range is determined based on the actual slip angle and yaw rate change rate, the yaw rate dead zone range can be determined based on the vehicle's steering state. Specifically: When the vehicle's sideslip angle is greater than 0, and the yaw rate of change When it is greater than 0, the vehicle is judged to be understeering, and the dead zone range of the yaw angular velocity is determined to be the first dead zone range; when the vehicle side slip angle Less than 0, and the yaw rate of change When it is greater than 0, it is determined that the vehicle is oversteering, and the dead zone range of the yaw angular velocity is determined to be the second dead zone range, wherein the first dead zone range is larger than the second dead zone range.

[0038] The first dead zone range and the second dead zone range are obtained by calibration according to the mass and specific characteristics of the vehicle. For example, if the first dead zone range is selected as radians per square second; the second dead zone range is Radians per square second.

[0039] When the vehicle understeers, the rate of change of the vehicle's yaw rate is relatively small. At this time, a larger first dead zone range is given to the PID controller to avoid frequent adjustments of the system due to small errors or interference, thereby improving stability, protecting hardware or optimizing performance; when the vehicle oversteers, the rate of change of the vehicle's yaw rate is relatively large. At this time, a smaller first dead zone range is given to the PID controller to achieve timely control of the vehicle and ensure the stability of vehicle operation.

[0040] By determining the dead zone range, the technical effect of reducing invalid control actions and avoiding frequent system intervention is achieved.

[0041] In some embodiments, the yaw acceleration of the vehicle is PID-controlled by a PID controller, and the process of determining the additional yaw acceleration of the vehicle includes: Determine the proportional control output of the PID controller according to the proportional gain of the PID controller and the yaw rate error of the vehicle; Determine the integral control output of the PID controller based on the integral gain and integral error of the PID controller; The proportional control output and the integral control output are added to obtain the additional yaw acceleration of the vehicle.

[0042] In order to achieve adaptive PID control of the vehicle according to the scene in which the vehicle is located, the embodiment of the present application also updates the proportional gain and integral gain of the PID controller according to the vehicle speed and the maximum adhesion coefficient of the road surface on which the vehicle is located, ensuring that the PID control of the vehicle is more adapted to the scene in which the vehicle is located and improving the accuracy of the vehicle PID control.

[0043] In some embodiments, obtaining a vehicle speed; According to the vehicle speed and vehicle sideslip angle, the basic proportional gain is corrected to determine the proportional gain of the PID controller.

[0044] The embodiment of the present application implements a gain adaptive algorithm in the PID controller to calculate the vehicle speed in real time. and slip angle , according to the vehicle speed and vehicle sideslip angle, the basic proportional gain is corrected to determine the proportional gain of the PID controller, specifically:

[0045] in, is the proportional gain of the dynamically adjusted PID controller, is the basic proportional gain, Current vehicle speed, Reference speed, Current vehicle slip angle, The core of dynamic gain correction is that the higher the speed, the stronger the control, and the greater the deviation, the weaker the control.

[0046] in, Set according to your needs, such as

[0047] The maximum side slip angle is set according to the vehicle characteristics, such as setting the maximum side slip angle of the vehicle is 5°.

[0048] According to the proportional gain of the PID controller and the yaw rate error of the vehicle, the proportional control output of the PID controller is determined. Specifically:

[0049] in, It is a proportional control output, determined only by the current error; is the proportional gain of the PID controller, which represents the effect of the error on the output; is the error, which represents the difference between the vehicle's current actual yaw rate and the nominal yaw rate.

[0050] In some embodiments, obtaining a maximum adhesion coefficient of a road surface on which the vehicle is located; According to the maximum adhesion coefficient of the road surface on which the vehicle is located, the basic integral gain is corrected to determine the integral gain of the PID controller.

[0051] The embodiment of the present application estimates the maximum adhesion coefficient of the road on which the vehicle is located by changing the tire pressure , the sampling frequency is greater than or equal to 50 Hz, and the error range is less than or equal to percent The estimation model of the maximum adhesion coefficient of the road surface on which the vehicle is located is as follows:

[0052] in, is the tire pressure, and It is an empirical coefficient and needs to be determined through calibration experiments.

[0053] The calculation formula for correcting the basic integral gain is:

[0054] in, is the integral gain of the PID controller, is the basic integral gain, is the calibration value (from experiment or simulation calibration), The maximum adhesion coefficient of the road the vehicle is on comes from the tire model or estimation module. The integral gain is dynamically adjusted according to the road adhesion coefficient conditions. The higher the adhesion coefficient, the greater the integral gain allowed, and vice versa. On low-adhesion roads, if the integral gain is too high, it will lead to integral saturation, excessive control action, and cause problems such as slipping. By introducing the maximum adhesion coefficient of the road the vehicle is on, the integral gain is adjusted dynamically according to the road adhesion coefficient conditions. The higher the adhesion coefficient, the greater the integral gain allowed, and vice versa. On low-adhesion roads, if the integral gain is too high, it will lead to integral saturation, excessive control action, and cause problems such as slipping. , to achieve adaptive adjustment of integral gain and improve the robustness and safety of the system.

[0055] According to the integral gain and integral error of the PID controller, the integral control output of the PID controller is determined. The integral control output of the PID controller represents the control action generated by the controller according to the integral error. Specifically:

[0056] in, The integral control output of the PID controller is the effort made by the PID controller to "make up for past deviations"; is the integral gain of the PID controller, which determines the impact of this historical error on the output; The integrated error is the sum of all errors from the beginning to the current moment (multiplied by the time step), which reflects how long the system has failed to reach the goal.

[0057] In some embodiments, the slip ratio of the vehicle is also obtained; When the wheel slip rate on one side is greater than the set slip rate threshold, the vehicle's sideslip angle is greater than the set sideslip angle threshold, the vehicle's steering state is switched, or the vehicle's rear axle slip rate changes suddenly, the integral term is cleared.

[0058] The embodiment of the present application obtains the wheel speeds of the four wheels of the vehicle through the wheel speed sensor, calculates and determines the vehicle speed based on the wheel speed of the vehicle wheel; determines the slip rate of each wheel of the vehicle based on the vehicle speed; the sampling frequency of the wheel speed sensor is greater than or equal to Hertz, error accuracy is less than or equal to percent Slip rate The calculation formula is:

[0059] in, is the vehicle speed, is the tire radius, Output value of the wheel speed sensor.

[0060] The slip rate threshold and sideslip angle threshold are set according to actual needs. For example, the slip rate threshold is set to % , set the sideslip angle threshold to 5°.

[0061] The embodiment of the present application uses the wheel speed sensor data to determine the integral suppression condition in real time, avoiding the accumulation of integral items and causing overshoot, thereby improving the stability of the vehicle under complex driving conditions. , or the slip angle is greater than When the integral term is cleared ( ); When the steering state switches (i.e. the vehicle changes from understeering to oversteering) or the rear axle slip rate changes suddenly, the integral term is cleared ( ). The integral error update formula is as follows:

[0062] in, is the current integral term, is the integral term at the previous moment, is the error at the current moment (the difference between the nominal yaw rate and the actual yaw rate is calculated in real time), is the sampling time interval.

[0063] During the vehicle's stable cornering control process, the output of the additional yaw acceleration is a key control variable for achieving precise trajectory tracking and dynamic stability. The additional yaw acceleration is output by the proportional control. With integral control output The calculation formula is as follows:

[0064] in, It represents the proportional control output of the PID controller, reflecting the influence of the error at the current moment on the control system; It represents the integral control output of the PID controller, reflecting the effect of historical error accumulation on system response. The additional yaw angular acceleration formed by adding the two , as the control instruction finally generated by the PID controller, is used to drive the actuator (such as differential braking, active steering system or torque vector distribution device) to adjust the vehicle posture and approach the desired trajectory.

[0065] In order to ensure the safety and feasibility of the control action, the additional yaw acceleration must be physically constrained. According to the vehicle dynamics and tire lateral force limit, the output of the additional yaw acceleration is limited to The limit value is not fixed and needs to be optimized based on the dynamic characteristics of the specific vehicle model, the tire-ground interaction model, and the road adhesion conditions.

[0066] In this embodiment, after determining the additional yaw angular acceleration of the vehicle, the additional yaw angular acceleration Enter Electronic Stability Control ,pass Bus communication distributes the vehicle's braking force and actively adjusts the steering. The vehicle's braking force is determined based on the additional yaw angular acceleration. The braking force calculation formula is:

[0067] in, For braking force, is the additional yaw angular acceleration, For vehicles to go around Shaft moment of inertia, is the braking radius. Then through the electric steering system Correct the front wheel steering angle, where the calculation formula of the front wheel steering angle is:

[0068] in, is the front wheel turning angle, is the additional yaw angular acceleration, is the wheelbase, For vehicle speed.

[0069] In the dynamic parameter adjustment, the embodiment of the present application adopts historical state feedback to realize system adaptive optimization. If the control effect of the previous cycle is good and the error is less than radians per square second, then the proportional term Reduce by percent To avoid overshoot; if the control effect of the previous cycle is poor, the error is greater than radians per square second, then the proportional term Percent increase To enhance response.

[0070] A vehicle stable cornering control method proposed in an embodiment of the present application dynamically adjusts the dead zone range of PID activation according to the vehicle's steering state (understeering or oversteering), thereby reducing invalid control actions and lowering system energy consumption; dynamically adjusts the gain through vehicle speed and sideslip angle to improve control sensitivity; avoids overshoot caused by integral term accumulation through integral term suppression conditions, and enhances stability under complex working conditions; and quickly corrects yaw rate deviation through combined proportional and integral control to achieve fast and accurate yaw rate tracking. Integral term zeroing and gain adjustment strategies are designed for different steering states and road conditions to ensure control stability.

[0071] The present application also provides a vehicle cornering stability control system, the system comprising: A data acquisition unit, used to acquire the actual yaw rate and actual sideslip angle of the vehicle; a yaw rate error calculation unit, configured to calculate an error between an actual yaw rate of the vehicle and a nominal yaw rate as a yaw rate error; a yaw rate change rate calculation unit, configured to calculate and determine the yaw rate change rate based on the actual yaw rate of the vehicle; a dead zone range determining unit, configured to determine a dead zone range of the yaw rate according to an actual sideslip angle and a yaw rate change rate; an additional yaw acceleration determination unit, configured to perform PID control on the yaw acceleration of the vehicle according to the yaw velocity error and the dead zone range of the yaw velocity, and determine the additional yaw acceleration of the vehicle; a target determination unit, configured to determine a target braking force and a target front wheel turning angle of the vehicle according to an additional yaw angular acceleration of the vehicle; The control unit is used to control the vehicle according to the target braking force and target front wheel steering angle of the vehicle.

[0072] It should be noted that the above-described embodiment of a vehicle cornering stability control system, when performing vehicle cornering control, only illustrates the division of the aforementioned functional modules. In actual applications, the aforementioned functions can be assigned to different functional modules as needed, i.e., the internal structure of the device can be divided into different functional modules to perform all or part of the functions described above. Furthermore, the above-described embodiment of a vehicle cornering stability control system and a vehicle cornering stability control method embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0073] The present invention also discloses a computer device, comprising: a processor adapted to execute a computer program; A computer-readable storage medium having a computer program stored therein, wherein the computer program, when executed by the processor, implements a vehicle stable cornering control method provided in an embodiment of the present application.

[0074] The present invention also discloses a computer-readable storage medium, which stores a computer program. The computer program is suitable for being loaded by a processor and executing a vehicle stable cornering control method provided in an embodiment of the present application.

[0075] The present invention also discloses a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements a vehicle stable cornering control method provided in an embodiment of the present application.

[0076] The methods provided in the embodiments of the present application can be directly implemented as being executed by a hardware processor, or by a combination of hardware and software modules in the processor. The software modules can be located in a storage medium well-established in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. The storage medium is located in a memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, a detailed description is not given here.

[0077] Those skilled in the art will appreciate that the units and algorithm steps of the various examples described in conjunction with this embodiment can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0078] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without any creative work are still within the scope of protection of the present invention.

Claims

1. A vehicle stable cornering control method, characterized in that: include: Get the actual yaw rate and sideslip angle of the vehicle; Calculate the error between the actual yaw rate of the vehicle and the nominal yaw rate as the yaw rate error; Calculate and determine the yaw rate change rate according to the actual yaw rate of the vehicle; Determine the dead zone range of the yaw rate according to the actual sideslip angle and the yaw rate change rate; According to the yaw rate error and the dead zone range of the yaw rate, the yaw acceleration of the vehicle is controlled by PID to determine the additional yaw acceleration of the vehicle; determining a target braking force and a target front wheel turning angle of the vehicle according to the additional yaw angular acceleration of the vehicle; The vehicle is controlled according to the target braking force and target front wheel steering angle of the vehicle.

2. The vehicle stable cornering control method according to claim 1, characterized in that: When the vehicle's sideslip angle is greater than 0 and the yaw rate change rate is greater than 0, the yaw rate dead zone is determined to be a first dead zone. When the vehicle's sideslip angle is less than 0 and the yaw rate change rate is greater than 0, the yaw rate dead zone is determined to be a second dead zone, wherein the first dead zone is greater than the second dead zone.

3. The vehicle stable cornering control method according to claim 1, characterized in that: The process of performing PID control on the vehicle's yaw acceleration by using a PID controller and determining the vehicle's additional yaw acceleration includes: Determine the proportional control output of the PID controller according to the proportional gain of the PID controller and the yaw rate error of the vehicle; Determine the integral control output of the PID controller based on the integral gain and integral error of the PID controller; The proportional control output and the integral control output are added to obtain the additional yaw acceleration of the vehicle.

4. The vehicle stable cornering control method according to claim 3, characterized in that: Get vehicle speed; According to the vehicle speed and vehicle sideslip angle, the basic proportional gain is corrected to determine the proportional gain of the PID controller.

5. The vehicle stable cornering control method according to claim 3, characterized in that: Obtain the maximum adhesion coefficient of the road on which the vehicle is located; According to the maximum adhesion coefficient of the road surface on which the vehicle is located, the basic integral gain is corrected to determine the integral gain of the PID controller.

6. The vehicle stable cornering control method according to claim 3, characterized in that: Also obtain the vehicle's slip ratio; When the wheel slip rate on one side is greater than the set slip rate threshold, the vehicle's sideslip angle is greater than the set sideslip angle threshold, the vehicle's steering state is switched, or the vehicle's rear axle slip rate changes suddenly, the integral term is cleared.

7. A vehicle stability cornering control system, characterized in that: The system comprises: A data acquisition unit, used to acquire the actual yaw rate and actual sideslip angle of the vehicle; a yaw rate error calculation unit, configured to calculate an error between an actual yaw rate of the vehicle and a nominal yaw rate as a yaw rate error; a yaw rate change rate calculation unit, configured to calculate and determine the yaw rate change rate based on the actual yaw rate of the vehicle; a dead zone range determining unit, configured to determine a dead zone range of the yaw rate according to an actual sideslip angle and a yaw rate change rate; an additional yaw acceleration determination unit, configured to perform PID control on the yaw acceleration of the vehicle according to the yaw velocity error and the dead zone range of the yaw velocity, and determine the additional yaw acceleration of the vehicle; a target determination unit, configured to determine a target braking force and a target front wheel turning angle of the vehicle according to an additional yaw angular acceleration of the vehicle; The control unit is used to control the vehicle according to the target braking force and target front wheel steering angle of the vehicle.

8. An electronic device, characterized in that: The device comprises: a processor adapted to execute a computer program; A computer-readable storage medium having a computer program stored therein, wherein when the computer program is executed by the processor, the vehicle stable cornering control method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and the computer program is suitable for being loaded by a processor and executing the vehicle stable cornering control method according to any one of claims 1 to 6.

10. A computer program product, characterized in that The computer program product includes a computer program, and when the computer program is executed by a processor, it implements the vehicle stable cornering control method according to any one of claims 1 to 6.

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