Vehicle instability control method and device, storage medium and electronic device

Abstract

The invention provides a vehicle instability control method and device, a storage medium and an electronic device.The method comprises the steps that the first real-time yaw velocity of a vehicle is detected, and the first target yaw velocity of the vehicle is determined; the instability state of the vehicle is recognized according to the first real-time yaw velocity and the first target yaw velocity, and the instability state is used for representing the steering trend of the vehicle during instability; transmitting a first yaw control demand to a yaw angular momentum controller of the vehicle based on the unstable state; and controlling the rotating speed of an angular momentum actuator of the vehicle according to the first yaw control demand. According to the embodiment of the invention, by identifying the current transverse instability state of the vehicle, the stability of the vehicle in the horizontal direction can be improved by applying the angular momentum in the corresponding direction before the vehicle breaks through the transverse stability edge; the technical problem that in the prior art, stability control of a vehicle can only be achieved by controlling attachment of tires and the ground is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method and apparatus for controlling vehicle instability, a storage medium, and an electronic device. Background Technology

[0002] In related technologies, when a vehicle is traveling on a road, there is maximum friction between the wheel and the ground. Based on the friction circle theory, the friction force applied to the wheel can provide the vehicle with longitudinal acceleration and deceleration capabilities as well as lateral support capabilities. When the total of these forces exceeds the maximum friction force between the wheel and the ground, the vehicle will no longer be in a safe and controllable range and will experience slippage and instability.

[0003] Currently, a large proportion of traffic accidents are caused by driver error, leading to vehicle slippage and instability. Traditional automotive electronic stability control programs primarily rely on selective braking of individual wheels to prevent the vehicle from exceeding the road surface friction limit, thus avoiding traffic accidents caused by slippage and instability. In these technologies, vehicle stability control depends on tire adhesion to the road surface. The control method maximizes the use of tire adhesion through vehicle dynamics and depends on the road surface adhesion coefficient. Under extreme conditions (when the road surface adhesion is extremely low and the vehicle is moving too fast), the combined longitudinal and lateral forces of the wheels far exceed the friction circle provided by the road surface adhesion. Any control applied to the wheels can no longer induce yaw to stabilize the vehicle and cannot guarantee the vehicle's stability in the horizontal direction.

[0004] No efficient and accurate solution has yet been found to address the aforementioned issues in the relevant technologies. Summary of the Invention

[0005] This invention provides a method and apparatus for controlling vehicle instability, a storage medium, and an electronic device to solve technical problems in related technologies.

[0006] According to an embodiment of the present invention, a method for controlling vehicle instability is provided, comprising: detecting a first real-time yaw rate of the vehicle, and determining a first target yaw rate of the vehicle; identifying an instability state of the vehicle based on the first real-time yaw rate and the first target yaw rate, wherein the instability state is used to characterize the steering tendency of the vehicle during instability; transmitting a first yaw control request to a yaw momentum controller of the vehicle based on the instability state; and controlling the rotational speed of the vehicle's yaw momentum actuator through the first yaw control request.

[0007] Optionally, determining the first target yaw rate of the vehicle includes: detecting the vehicle speed and steering wheel angle, and obtaining the vehicle's stability parameters; calculating the vehicle's stability coefficient using the stability parameters; and calculating the vehicle's first target yaw rate using the vehicle speed, the steering wheel angle, and the stability coefficient.

[0008] Optionally, calculating the first target yaw rate of the vehicle using the vehicle speed, the steering wheel angle, and the stability coefficient includes: calculating the first target yaw rate β of the vehicle using the following formula. t : Where σ is the steering wheel angle, v i Let l be the vehicle speed, l be the vehicle wheelbase, and K be the stability coefficient.

[0009] Optionally, calculating the stability coefficient of the vehicle using the stability parameters includes: calculating the stability coefficient K of the vehicle using the following formula: Where m is the vehicle mass, a and b are the distances from the vehicle's center of gravity to the front and rear axles, respectively, and Cf and Cr are the lateral stiffness of the front and rear wheels, respectively. The stability parameters include m, a, b, Cf, and Cr.

[0010] Optionally, identifying the vehicle's instability state based on the first real-time yaw rate and the first target yaw rate includes: comparing the first real-time yaw rate with the first target yaw rate to obtain a comparison result, and calculating the absolute value of the difference between the first real-time yaw rate and the first target yaw rate to obtain a calculation result; and identifying the vehicle's instability state based on the comparison result and the calculation result.

[0011] Optionally, identifying the vehicle's instability state based on the comparison result and the calculation result includes: if the comparison result shows that the actual yaw rate is greater than the first target yaw rate, and the calculation result shows that the absolute value of the difference is greater than a first oversteering threshold, then the vehicle is determined to be in an oversteering state; if the comparison result shows that the actual yaw rate is less than the first target yaw rate, and the calculation result shows that the absolute value of the difference is greater than a first understeering threshold, then the vehicle is determined to be in an understeering state, wherein the first understeering threshold is greater than the first oversteering threshold.

[0012] Optionally, transmitting a first yaw control request to the vehicle's yaw momentum controller based on the instability state includes: if the instability state is an oversteer state, transmitting a reverse yaw control request to the vehicle's yaw momentum controller; if the instability state is an understeer state, transmitting a positive yaw control request to the vehicle's yaw momentum controller.

[0013] Optionally, controlling the rotational speed of the vehicle's angular momentum actuator via the first yaw control demand includes: resolving the first yaw control demand into a rotational speed demand of the vehicle's angular momentum actuator; and controlling the rotational speed of the angular momentum actuator according to the rotational speed demand.

[0014] Optionally, resolving the first yaw control requirement into the rotational speed requirement of the vehicle's angular momentum actuator includes calculating the rotational speed requirement α of the vehicle's angular momentum actuator using the following formula: Where βt is the first target yaw rate, H is the yaw moment of inertia of the vehicle about its center of mass, and H J Let β be the yaw moment of inertia of the angular momentum actuator. i For real-time yaw rate, H×β t -H×β i This is for the first yaw control requirement.

[0015] Optionally, after controlling the rotational speed of the vehicle's angular momentum actuator through the first yaw control demand, the method further includes: continuing to acquire the vehicle's second real-time yaw rate and second target yaw rate; determining whether the vehicle's instability is amplified based on the difference between the second real-time yaw rate and the second target yaw rate; if the vehicle's instability is amplified, transmitting the second yaw control demand to the vehicle's power controller and controlling the vehicle's wheels to perform differential driving, wherein the power controller includes a motor drive controller or a brake controller.

[0016] Optionally, transmitting a second yaw control request to the vehicle's drive controller includes: transmitting a positive yaw control request to the vehicle's drive controller if the understeer state of the vehicle increases; and transmitting a negative yaw control request to the vehicle's drive controller if the oversteer state of the vehicle increases.

[0017] Optionally, controlling the wheels of the vehicle to perform differential driving includes: analyzing the motor distribution type of the vehicle, wherein the motor distribution type includes distributed motor drive and non-distributed motor drive; if the motor distribution type is distributed motor drive and the vehicle is in an understeer state, controlling the left and right wheels on the rear axle of the vehicle to perform differential driving through the vehicle's motor drive controller; if the motor distribution type is distributed motor drive and the vehicle is in an oversteer state, controlling the left and right wheels on the front axle of the vehicle to perform differential driving through the vehicle's motor drive controller; if the motor distribution type is non-distributed motor drive and the vehicle is in an understeer state, controlling the inner front and rear wheels of the vehicle to perform differential driving through the vehicle's brake controller; if the motor distribution type is non-distributed motor drive and the vehicle is in an oversteer state, controlling the outer front and rear wheels of the vehicle to perform differential driving through the vehicle's brake controller.

[0018] According to another embodiment of the present invention, a vehicle instability control device is provided, comprising: a detection module for detecting a first real-time yaw rate of the vehicle and determining a first target yaw rate of the vehicle; an identification module for identifying an instability state of the vehicle based on the first real-time yaw rate and the first target yaw rate, wherein the instability state characterizes the steering tendency of the vehicle during instability; a transmission module for transmitting a first yaw control request to a yaw momentum controller of the vehicle based on the instability state; and a first control module for controlling the rotational speed of the vehicle's yaw momentum actuator through the first yaw control request.

[0019] Optionally, the detection module includes: a detection unit for detecting the vehicle speed and steering wheel angle of the vehicle, and obtaining the stability parameters of the vehicle; a first calculation unit for calculating the stability coefficient of the vehicle using the stability parameters; and a second calculation unit for calculating the first target yaw rate of the vehicle using the vehicle speed, the steering wheel angle, and the stability coefficient.

[0020] Optionally, the second calculation unit includes: a calculation subunit for calculating the first target yaw rate β of the vehicle using the following formula. t : Where σ is the steering wheel angle, v i Let l be the vehicle speed, l be the vehicle wheelbase, and K be the stability coefficient.

[0021] Optionally, the first calculation unit includes a calculation subunit for calculating the stability coefficient K of the vehicle using the following formula: Where m is the vehicle mass, a and b are the distances from the vehicle's center of gravity to the front and rear axles, respectively, and Cf and Cr are the lateral stiffness of the front and rear wheels, respectively. The stability parameters include m, a, b, Cf, and Cr.

[0022] Optionally, the identification module includes: a comparison unit, configured to compare the first real-time yaw rate with the first target yaw rate to obtain a comparison result, and calculate the absolute value of the difference between the first real-time yaw rate and the first target yaw rate to obtain a calculation result; and an identification unit, configured to identify the instability state of the vehicle based on the comparison result and the calculation result.

[0023] Optionally, the identification unit includes: a first determining subunit, configured to determine that the vehicle is in an oversteering state if the comparison result is that the actual yaw rate is greater than the first target yaw rate, and the calculation result is that the absolute value of the difference is greater than a first oversteering threshold; and a second determining subunit, configured to determine that the vehicle is in an understeering state if the comparison result is that the actual yaw rate is less than the first target yaw rate, and the calculation result is that the absolute value of the difference is greater than a first understeering threshold, wherein the first understeering threshold is greater than the first oversteering threshold.

[0024] Optionally, the transmission module includes: a first transmission unit, configured to transmit a reverse yaw control request to the vehicle's yaw momentum controller if the instability state is an oversteering state; and a second transmission unit, configured to transmit a positive yaw control request to the vehicle's yaw momentum controller if the instability state is an understeering state.

[0025] Optionally, the first control module includes: a parsing unit, configured to parse the first yaw control requirement into a rotational speed requirement of the vehicle's angular momentum actuator; and a control unit, configured to control the rotational speed of the angular momentum actuator according to the rotational speed requirement.

[0026] Optionally, the analysis unit includes a calculation subunit for calculating the rotational speed requirement α of the vehicle's angular momentum actuator using the following formula: Where βt is the first target yaw rate, H is the yaw moment of inertia of the vehicle about its center of mass, and H J Let β be the yaw moment of inertia of the angular momentum actuator. i For real-time yaw rate, H×β t -H×β i This is for the first yaw control requirement.

[0027] Optionally, the device further includes: an acquisition module, configured to acquire a second real-time yaw rate and a second target yaw rate of the vehicle after the first control module controls the rotational speed of the vehicle's angular momentum actuator through the first yaw control request; a judgment module, configured to determine whether the instability of the vehicle has increased based on the difference between the second real-time yaw rate and the second target yaw rate; and a second control module, configured to transmit a second yaw control request to the vehicle's power controller and control the vehicle's wheels to perform differential driving if the instability of the vehicle has increased, wherein the power controller includes a motor drive controller or a brake controller.

[0028] Optionally, the second control module includes: a first transmission unit, configured to transmit a positive yaw control request to the vehicle's drive controller if the understeer state of the vehicle amplifies; and a second transmission unit, configured to transmit a reverse yaw control request to the vehicle's drive controller if the oversteer state of the vehicle amplifies.

[0029] Optionally, the second control module includes: a parsing unit, configured to parse the motor distribution type of the vehicle, wherein the motor distribution type includes distributed motor drive and non-distributed motor drive; a first control unit, configured to control the left and right wheels on the rear axle of the vehicle to perform differential driving through the vehicle's motor drive controller if the motor distribution type is distributed motor drive and the vehicle is in an understeer state; and to control the left and right wheels on the front axle of the vehicle to perform differential driving through the vehicle's motor drive controller if the motor distribution type is non-distributed motor drive and the vehicle is in an understeer state; and to control the front and rear wheels on the outer side of the vehicle to perform differential driving through the vehicle's brake controller if the motor distribution type is non-distributed motor drive and the vehicle is in an oversteer state.

[0030] According to another aspect of the embodiments of this application, a storage medium is also provided, the storage medium including a stored program that executes the above steps when the program is run.

[0031] According to another aspect of the embodiments of this application, an electronic device is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; wherein: the memory is used to store computer programs; and the processor is used to execute the steps in the above method by running the programs stored in the memory.

[0032] This application also provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the above-described method.

[0033] The beneficial effects of this invention are:

[0034] 1. By identifying the current lateral instability state of the vehicle, the angular momentum in the corresponding direction is applied before the vehicle breaks through the lateral stability edge, thereby improving the vehicle's stability in the horizontal direction. This solves the technical problem in related technologies that the vehicle can only achieve stability control through the adhesion between the tires and the ground. The stability control method in this embodiment is independent of ground adhesion. It is based on a non-contact control strategy and does not depend on the ground adhesion coefficient. Even in a state where the vehicle adhesion coefficient is too small and the vehicle is completely unstable, the vehicle's yaw state can still be controlled to a certain extent to ensure the vehicle's safety.

[0035] 2. Differential control of the wheels is performed according to the type of motor distribution of the vehicle to keep the vehicle stable at the physical limits of the current road surface and avoid the vehicle from skidding and becoming unstable.

[0036] 3. The vehicle yaw stability control is implemented in layers. In some cases of vehicle loss of control, the first-level angular momentum control can restore the vehicle to normal driving, avoiding the abruptness of driver operation caused by subsequent control intervention on wheel torque, and effectively improving the driver's driving experience in extreme scenarios. If the instability state expands, the second level combines the power controller to carry out differential control of the wheels to further ensure the safety of the vehicle. Attached Figure Description

[0037] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0038] Figure 1 This is a hardware structure block diagram of a car according to an embodiment of the present invention;

[0039] Figure 2 This is a flowchart of a vehicle instability control method according to an embodiment of the present invention;

[0040] Figure 3 This is a schematic diagram of the vehicle structure in an embodiment of the present invention;

[0041] Figure 4 This is a schematic diagram illustrating the principle of output yaw control requirements in an embodiment of the present invention;

[0042] Figure 5 This is a schematic diagram of the angular momentum actuator in an embodiment of the present invention;

[0043] Figure 6This is a control flowchart for enhancing vehicle stability according to an embodiment of the present invention;

[0044] Figure 7 This is a structural block diagram of a vehicle instability control device according to an embodiment of the present invention. Detailed Implementation

[0045] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and not all of them. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present application can be combined with each other.

[0046] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application 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 where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0047] Example 1

[0048] The method embodiment provided in Embodiment 1 of this application can be executed in an automobile, server, processor, security controller, autonomous driving / assisted driving / intelligent driving controller, or similar processing device. Taking its operation in an automobile as an example, Figure 1 This is a hardware structure block diagram of a car according to an embodiment of the present invention. For example... Figure 1 As shown, a car may include one or more ( Figure 1 Only one is shown in the image. A processor 101 (processor 101 may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 102 for storing data are also shown. Optionally, the vehicle may further include a transmission device 103 for communication functions and an input / output device 104. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned automobile. For example, the automobile may also include components that are more... Figure 1The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0049] The memory 102 can be used to store vehicle programs, such as application software programs and modules, like the vehicle program corresponding to a vehicle instability control method in this embodiment of the invention. The processor 101 executes various functional applications and data processing by running the vehicle program stored in the memory 102, thereby implementing the aforementioned method. The memory 102 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 102 may further include memory remotely located relative to the processor 101, and these remote memories can be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0050] The transmission device 103 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by a vehicle's communication provider. In one example, the transmission device 103 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 103 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0051] This embodiment provides a method for controlling vehicle instability. Figure 2 This is a flowchart of a vehicle instability control method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps:

[0052] Step S201: Detect the first real-time yaw rate of the vehicle and determine the first target yaw rate of the vehicle;

[0053] This embodiment monitors the vehicle's real-time yaw rate using sensors on the vehicle, and the first target yaw rate is estimated using a preset model. It can also detect the vehicle's lateral acceleration; for example, when the vehicle is in motion, inertial sensors identify the vehicle's current yaw rate and lateral acceleration.

[0054] Step S202: Identify the instability state of the vehicle based on the first real-time yaw rate and the first target yaw rate, wherein the instability state is used to characterize the steering trend of the vehicle when it is instable;

[0055] Optionally, instability states include oversteering and understeering.

[0056] Step S203: Based on the instability state, transmit the first yaw control request to the yaw momentum controller of the vehicle;

[0057] The yaw momentum controller in this embodiment is used to control the angular momentum actuator to generate angular momentum in the corresponding direction according to the received angular momentum demand.

[0058] Step S204: Control the rotational speed of the vehicle's angular momentum actuator by the first yaw control requirement.

[0059] This embodiment innovatively applies angular momentum control to electric vehicles. Angular momentum conservation control methods are commonly used in aviation (helicopters) and aerospace (satellites) for attitude adjustment. Their main characteristics are low environmental drag and minimal reliance on the interaction between the vehicle and its environment, making them well-suited for applications in vacuum or aerospace environments. Furthermore, traditional automotive power sources are internal combustion engines, which have relatively small short-term torque gradients. The angular momentum actuators they drive cannot meet the failure requirements of yaw control based on angular momentum conservation, thus hindering their application. However, with the introduction of batteries and motors into automobiles, the torque gradient of the electric drive system in electric vehicles increases significantly, effectively driving angular momentum actuators for vehicle yaw control.

[0060] Through the above steps, the first real-time yaw rate of the vehicle is detected, and the first target yaw rate of the vehicle is determined; the instability state of the vehicle is identified based on the first real-time yaw rate and the first target yaw rate, wherein the instability state is used to characterize the steering trend of the vehicle when it is instable; a first yaw control request is transmitted to the yaw momentum controller of the vehicle based on the instability state; the rotational speed of the angular momentum actuator of the vehicle is controlled by the first yaw control request. By identifying the current lateral instability state of the vehicle, angular momentum in the corresponding direction can be applied before the vehicle breaks through the lateral stability edge, thereby improving the horizontal stability of the vehicle and solving the technical problem in related technologies that vehicles can only rely on controlling the adhesion between the tires and the ground to achieve stability control.

[0061] Figure 3 This is a schematic diagram of the vehicle structure in an embodiment of the present invention. The vehicle includes an angular momentum actuator 1, a yaw momentum controller 2, a motor drive controller 3, a wheel drive system 4, including a left front wheel drive system, a right front wheel drive system, a left rear wheel drive system, and a right rear wheel drive system, an electronic braking control system 5, a wheel braking system 6, including a left front wheel braking system, a right front wheel braking system, a left rear wheel braking system, and a right rear wheel braking system, a vehicle stability controller 7, a steering wheel angle sensor 8, an inertial sensor 9, and a wheel speed sensor 10.

[0062] The angular momentum actuator, driven by an internal motor, rotates in the vehicle's yaw level in response to the angular momentum demand of the yaw momentum controller. Based on the principle of conservation of overall vehicle angular momentum, it provides yaw torque in the corresponding direction. The yaw momentum controller receives the angular momentum demand from the vehicle stability controller and controls the angular momentum actuator to generate angular momentum. The motor drive controller primarily responds to the yaw control demand output by the vehicle stability controller. After arbitration calculation, it controls the corresponding wheel drive system to generate the corresponding differential. The motor drive controller does not need to be a standalone controller; it can be integrated into any other integrated controller, as long as it can receive the corresponding demand from the vehicle stability controller, calculate and convert it, and then control the corresponding wheel drive system to execute. The vehicle wheel drive system responds to the differential demand of the motor drive controller. The motor drive controller and the four wheel drive systems are only necessary for vehicles with distributed motor drive systems. This is not required for vehicles with non-distributed motor drive systems (such as vehicles with dual front and rear motor drive, vehicles with a single front axle motor drive, and vehicles with a single rear axle motor drive). The electronic braking control system responds to the yaw control requirements of the vehicle stability controller. After arbitration calculation, it controls the corresponding wheel braking system to generate the appropriate braking force. The electronic braking control system does not necessarily need to be a standalone controller; it can be integrated into any other integrated controller, as long as it can receive the corresponding requirements from the vehicle stability controller, calculate and convert them, and then control the corresponding wheel braking system to execute. The wheel braking system primarily responds to the single-wheel braking requirements of the electronic braking control system. The vehicle stability controller primarily receives signals from the steering wheel angle sensor, inertial sensor, and wheel speed sensor to estimate the vehicle's target yaw rate. Based on the actual yaw rate, it arbitrates and outputs the yaw control requirements to the yaw momentum controller, motor drive controller, and electronic braking control system. The vehicle stability controller does not necessarily need to be a standalone controller; it can be integrated into any other integrated controller. It only needs to estimate the target yaw rate and arbitrate based on the actual yaw rate to output the yaw control requirements. The steering wheel angle sensor primarily identifies the driver's steering angle input and inputs it to the vehicle stability controller for arbitration calculation. The inertial sensor's main function is to identify the vehicle's actual yaw rate and lateral acceleration, and input this information into the vehicle stability controller for arbitration calculations. The wheel speed sensor's main function is to identify the vehicle's actual speed, and input this information into the vehicle stability controller for arbitration calculations.

[0063] In this case, the steering wheel angle sensor, inertial sensor, and wheel speed sensor can be replaced by other sensors related to the vehicle's control system, as long as they can be recognized or the corresponding signals can be converted and received by the vehicle stability controller.

[0064] In this embodiment, determining the first target yaw rate of the vehicle includes: detecting the vehicle speed and steering wheel angle, and obtaining the vehicle's stability parameters; calculating the vehicle's stability coefficient using the stability parameters; and calculating the vehicle's first target yaw rate using the vehicle speed, the steering wheel angle, and the stability coefficient.

[0065] The steering wheel angle and vehicle speed are collected by the vehicle's steering wheel angle sensor and wheel speed sensor, and then the vehicle's target yaw rate is estimated.

[0066] In one example, calculating the vehicle's first target yaw rate using the vehicle speed, the steering wheel angle, and the stability coefficient includes: calculating the vehicle's first target yaw rate β using the following formula. t : Where σ is the steering wheel angle, v i Let l be the vehicle speed, l be the vehicle wheelbase, and K be the stability coefficient.

[0067] The steering wheel angle sensor identifies the driver's steering wheel angle input σ, and the wheel speed sensor identifies the vehicle speed v. i The vehicle's target yaw rate β is determined by the vehicle stability controller. t The estimate.

[0068] Optionally, calculating the stability coefficient of the vehicle using the stability parameters includes: calculating the stability coefficient K of the vehicle using the following formula: Where m is the vehicle mass, a and b are the distances from the vehicle's center of gravity to the front and rear axles, respectively, and Cf and Cr are the lateral stiffness of the front and rear wheels, respectively. The stability parameters include m, a, b, Cf, and Cr.

[0069] All stability parameters are inherent attributes of the vehicle. Optionally, the lateral acceleration of the detected vehicle is obtained, and it is determined whether the lateral acceleration is greater than a preset threshold. If the lateral acceleration is greater than the preset threshold, a lateral stiffness matching the lateral acceleration is found through a preset mapping table (including the lateral stiffness of the front and rear wheels of the vehicle, the lateral stiffness of the front and rear wheels is negatively correlated with the lateral acceleration). If the lateral acceleration is less than or equal to the preset threshold, the initial lateral stiffness of the vehicle is obtained.

[0070] In one embodiment of this example, identifying the vehicle's instability state based on the first real-time yaw rate and the first target yaw rate includes: comparing the first real-time yaw rate with the first target yaw rate to obtain a comparison result, and calculating the absolute value of the difference between the first real-time yaw rate and the first target yaw rate to obtain a calculation result; and identifying the vehicle's instability state based on the comparison result and the calculation result.

[0071] In one example, identifying the vehicle's instability state based on the comparison result and the calculation result includes: if the comparison result shows that the actual yaw rate is greater than the first target yaw rate, and the calculation result shows that the absolute value of the difference is greater than a first oversteering threshold, then the vehicle is determined to be in an oversteering state; if the comparison result shows that the actual yaw rate is less than the first target yaw rate, and the calculation result shows that the absolute value of the difference is greater than a first understeering threshold, then the vehicle is determined to be in an understeering state, wherein the first understeering threshold is greater than the first oversteering threshold.

[0072] The first understeer threshold and the first oversteer threshold can be determined by real-vehicle calibration personnel based on the vehicle's dynamic attributes. To allow the vehicle to understeer more readily for better driving stability, the first understeer threshold is greater than the first oversteer threshold. For ordinary users, because the positive torque exerted by the hands on the steering wheel during steering helps increase the vehicle's stability during daily driving, the understeer threshold is greater than the oversteer threshold, allowing the vehicle to maintain a slight understeer during normal driving.

[0073] The vehicle stability controller is based on the vehicle's target yaw rate β. t and the vehicle's actual real-time yaw rate β i Arbitration assessment can be conducted to determine the vehicle's instability state, using the formula Δβ = β. t -β i The system makes a judgment: if Δβ is greater than 0, the vehicle is judged to be in an understeering state; conversely, if Δβ is less than 0, the vehicle is judged to be in an oversteering state.

[0074] When the vehicle requires yaw control based on its output angular momentum, the vehicle stability controller arbitrates the request and sets a first understeer threshold. When Δβ exceeds this threshold, a positive yaw control request is sent to the yaw momentum controller. A first oversteer threshold is also set; when the absolute value of Δβ exceeds this threshold, an anti-yaw control request is sent to the yaw momentum controller.

[0075] In this embodiment, transmitting a first yaw control request to the vehicle's yaw momentum controller based on the instability state includes: if the instability state is an oversteer state, transmitting a reverse yaw control request to the vehicle's yaw momentum controller; if the instability state is an understeer state, transmitting a positive yaw control request to the vehicle's yaw momentum controller.

[0076] The method for controlling yaw rate output by the vehicle stability controller is not limited, and can include Model Predictive Control (MPC) and PID (Proportional-Integral-Derivative) control methods, etc. The selection is based on the performance of the vehicle stability controller. Figure 4 This is a schematic diagram of the principle of outputting yaw control requirements in an embodiment of the present invention. First, an angular velocity sensor (such as an inertial sensor, steering wheel angle sensor, etc.) estimates the vehicle state and obtains parameters such as real-time yaw rate. These parameters, along with the target yaw rate, are input to the model predictive controller. The model predictive controller generates predictive equations through a dynamic model and performs planning and solving based on the predictive equations to obtain the yaw torque requirement. Subsequently, the vehicle can be controlled by angular momentum and braking and driving forces based on the yaw torque requirement.

[0077] In one embodiment of this example, controlling the rotational speed of the vehicle's angular momentum actuator by means of the first yaw control demand includes: resolving the first yaw control demand into a rotational speed demand of the vehicle's angular momentum actuator; and controlling the rotational speed of the angular momentum actuator according to the rotational speed demand.

[0078] In one example, resolving the first yaw control requirement as the rotational speed requirement of the vehicle's angular momentum actuator includes calculating the rotational speed requirement α of the vehicle's angular momentum actuator using the following formula: Where βt is the first target yaw rate, H is the yaw moment of inertia of the vehicle about its center of mass, and H J Let β be the yaw moment of inertia of the angular momentum actuator. i For real-time yaw rate, H×β t -H×β i This is for the first yaw control requirement.

[0079] The yaw momentum controller receives the yaw control request from the vehicle stability controller and, based on the conservation of angular momentum, interprets it as a rotational speed requirement for the angular momentum actuator, thus controlling the actuator to perform the desired action. Specifically, according to the conservation of angular momentum, the rotational speed α of the angular momentum actuator can be calculated using the following formula: H × β t =H×β i +H J ×α, through conversion, we can obtain the formula for calculating the rotational speed requirement α.

[0080] Figure 5 This is a schematic diagram of the angular momentum actuator in an embodiment of the present invention, including a mass flywheel 201, a rotary motor 202, and a gyroscope architecture 203. The rotary motor 202 drives the mass flywheel 201 to rotate, generating angular momentum, and the gyroscope architecture 203 ensures that the mass flywheel is positioned in the vehicle's yaw plane. By controlling the rotational speed of the rotary motor in the angular momentum actuator, the yaw control requirements are met.

[0081] Figure 5 The angular momentum actuators in this design are not limited in structure; they can be any structure that provides yaw moment to the vehicle based on the principle of conservation of angular momentum. The number and location of the angular momentum actuators are not limited; they can be arranged in any number at any reasonable geometric location on the vehicle, and the angular momentum they provide can be calculated from the rigid body geometry of the vehicle.

[0082] In this embodiment, after controlling the rotational speed of the vehicle's angular momentum actuator based on the first yaw control requirement, the vehicle's instability may disappear or it may further amplify.

[0083] In one implementation scenario of this embodiment, after controlling the rotational speed of the vehicle's angular momentum actuator through the first yaw control demand, the method further includes: continuing to acquire the vehicle's second real-time yaw rate and second target yaw rate; determining whether the vehicle's instability is amplified based on the difference between the second real-time yaw rate and the second target yaw rate; if the vehicle's instability is amplified, transmitting the second yaw control demand to the vehicle's power controller and controlling the vehicle's wheels to perform differential driving, wherein the power controller includes a motor drive controller or a brake controller.

[0084] The expansion of instability includes the expansion of understeering (increasing understeering) and the expansion of oversteering (increasing oversteering).

[0085] Optionally, the second real-time yaw rate and the second target yaw rate can be obtained or calculated in a similar way to the first real-time yaw rate and the first target yaw rate, through the vehicle's inertial sensors and the vehicle stability controller, and will not be described in detail here.

[0086] The vehicle stability controller continuously arbitrates and sets a second understeer threshold. When Δβ (the difference between the real-time yaw rate and the target yaw rate) continuously increases and exceeds the second understeer threshold, a positive yaw control request is output to the motor drive controller. A second oversteer threshold is set. When Δβ continuously decreases and its absolute value exceeds the second oversteer threshold, a reverse yaw control request is output to the motor drive controller.

[0087] Optionally, the second understeer threshold and the second oversteer threshold are determined by real-vehicle calibration personnel based on the vehicle's dynamic attributes. To make the vehicle more prone to understeer and achieve better driving stability, the absolute value of the second understeer threshold will be greater than the absolute value of the second oversteer threshold.

[0088] Optionally, transmitting a second yaw control request to the vehicle's drive controller includes: transmitting a positive yaw control request to the vehicle's drive controller if the understeer state of the vehicle increases; and transmitting a negative yaw control request to the vehicle's drive controller if the oversteer state of the vehicle increases.

[0089] Optionally, controlling the wheels of the vehicle to perform differential driving includes: analyzing the motor distribution type of the vehicle, wherein the motor distribution type includes distributed motor drive and non-distributed motor drive; if the motor distribution type is distributed motor drive and the vehicle is in an understeer state, controlling the left and right wheels on the rear axle of the vehicle to perform differential driving through the vehicle's motor drive controller; if the motor distribution type is distributed motor drive and the vehicle is in an oversteer state, controlling the left and right wheels on the front axle of the vehicle to perform differential driving through the vehicle's motor drive controller; if the motor distribution type is non-distributed motor drive and the vehicle is in an understeer state, controlling the inner front and rear wheels of the vehicle to perform differential driving through the vehicle's brake controller; if the motor distribution type is non-distributed motor drive and the vehicle is in an oversteer state, controlling the outer front and rear wheels of the vehicle to perform differential driving through the vehicle's brake controller.

[0090] The vehicle in this embodiment can be either a distributed motor drive or a non-distributed motor drive.

[0091] When the vehicle is a non-distributed motor drive vehicle (such as a vehicle with dual front and rear motor drive, a vehicle with a single front axle motor drive, or a vehicle with a single rear axle motor drive), the vehicle stability controller sends the yaw control request to the electronic braking control system. The motor drive controller receives the yaw control request output from the vehicle stability controller, interprets it as a differential movement request between the left and right wheels, and executes the differential movement on the corresponding axle. When interpreting the differential movement request between the left and right wheels, the motor drive controller must ensure that the forward torque of the vehicle remains constant to maintain vehicle movement. The selection principle for the corresponding axle when interpreting the differential movement request between the left and right wheels can be: select the rear axle for understeer and select the front axle for oversteer.

[0092] When the vehicle is a non-distributed motor driven vehicle (such as a vehicle with dual front and rear motors, a vehicle with a single front axle motor, or a vehicle with a single rear axle motor), the electronic braking control system receives the yaw control demand output from the vehicle stability controller, interprets it as the braking force demand of the corresponding wheels, and then the corresponding wheels perform braking. The selection principle for the electronic braking control system in interpreting the braking force demand of the corresponding wheels is as follows: yaw control is achieved through braking of the outer front and rear wheels during oversteer, and through braking of the inner front and rear wheels during understeer. The front-to-rear braking distribution ratio is generally pre-calibrated.

[0093] This embodiment proposes a method and system for enhancing vehicle stability based on angular momentum control, applicable to vehicles with electric motor drive. By identifying parameters such as vehicle yaw rate, lateral acceleration, vehicle speed, and steering wheel angle, the current lateral stability state of the vehicle is estimated. When the vehicle is about to exceed the lateral stability threshold, angular momentum in the corresponding direction is applied through the mass flywheel system. Simultaneously, in conjunction with single-wheel braking or distributed electric drive differential control, the vehicle is stabilized at the physical limits of the current road surface, preventing the vehicle from skidding and becoming unstable.

[0094] Figure 6 This is a control flowchart for enhancing vehicle stability according to an embodiment of the present invention, including:

[0095] S1. Vehicle driving status monitoring, identifying the vehicle's yaw rate and lateral acceleration.

[0096] S2. Target yaw rate estimation: The target yaw rate of the vehicle is estimated based on the steering wheel angle input and the current speed vi.

[0097] S3. Vehicle instability assessment: An arbitration assessment is conducted based on the vehicle's target yaw rate and actual yaw rate to determine the vehicle's instability state. If the actual yaw rate is greater than the target yaw rate and exceeds a certain threshold, the vehicle is considered to be in an oversteer state; if the actual yaw rate is less than the target yaw rate and exceeds a certain threshold, the vehicle is considered to be in an understeer state.

[0098] S4, Vehicle angular momentum yaw demand output: After arbitration by the vehicle stability controller, the yaw control demand in the corresponding direction is sent to the yaw momentum controller.

[0099] S5. Yaw angular momentum demand analysis and execution: After receiving the yaw demand output, the yaw angular momentum controller analyzes it into the rotational speed demand of the angular momentum actuator based on the conservation of the vehicle's angular momentum, and controls the angular momentum actuator to perform the action.

[0100] S6. Vehicle braking / drive control yaw demand output: After continuous arbitration calculation by the vehicle stability controller, if the actual yaw rate of the vehicle is greater than the target yaw rate and the absolute value exceeds another higher second threshold (second oversteer threshold), it is identified that the vehicle angular momentum control still cannot suppress the vehicle oversteer. At this time, a yaw demand is sent to the braking force control system / electric drive control system. If the actual yaw rate of the vehicle is less than the target yaw rate and the absolute value exceeds another higher second threshold (second understeer threshold), it is identified that the vehicle angular momentum control still cannot suppress the vehicle understeer. At this time, a yaw control demand is sent to the braking force control system / electric drive control system.

[0101] S7. Analysis and Implementation of Vehicle Braking / Drive Control Yaw Requirement.

[0102] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0103] Example 2

[0104] This embodiment also provides a vehicle instability control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0105] Figure 7 This is a structural block diagram of a vehicle instability control device according to an embodiment of the present invention, such as... Figure 7 As shown, the device includes:

[0106] The detection module 71 is used to detect the first real-time yaw rate of the vehicle and to determine the first target yaw rate of the vehicle.

[0107] The identification module 72 is used to identify the instability state of the vehicle based on the first real-time yaw rate and the first target yaw rate, wherein the instability state is used to characterize the steering trend of the vehicle when it is instable;

[0108] Transmission module 73 is used to transmit a first yaw control request to the yaw momentum controller of the vehicle based on the instability state;

[0109] The first control module 74 is used to control the rotational speed of the vehicle's angular momentum actuator according to the first yaw control requirement.

[0110] Optionally, the detection module includes: a detection unit for detecting the vehicle speed and steering wheel angle of the vehicle, and obtaining the stability parameters of the vehicle; a first calculation unit for calculating the stability coefficient of the vehicle using the stability parameters; and a second calculation unit for calculating the first target yaw rate of the vehicle using the vehicle speed, the steering wheel angle, and the stability coefficient.

[0111] Optionally, the second calculation unit includes: a calculation subunit for calculating the first target yaw rate β of the vehicle using the following formula. t : Where σ is the steering wheel angle, v i Let l be the vehicle speed, l be the vehicle wheelbase, and K be the stability coefficient.

[0112] Optionally, the first calculation unit includes a calculation subunit for calculating the stability coefficient K of the vehicle using the following formula: Where m is the vehicle mass, a and b are the distances from the vehicle's center of gravity to the front and rear axles, respectively, and Cf and Cr are the lateral stiffness of the front and rear wheels, respectively. The stability parameters include m, a, b, Cf, and Cr.

[0113] Optionally, the identification module includes: a comparison unit, configured to compare the first real-time yaw rate with the first target yaw rate to obtain a comparison result, and calculate the absolute value of the difference between the first real-time yaw rate and the first target yaw rate to obtain a calculation result; and an identification unit, configured to identify the instability state of the vehicle based on the comparison result and the calculation result.

[0114] Optionally, the identification unit includes: a first determining subunit, configured to determine that the vehicle is in an oversteering state if the comparison result is that the actual yaw rate is greater than the first target yaw rate, and the calculation result is that the absolute value of the difference is greater than a first oversteering threshold; and a second determining subunit, configured to determine that the vehicle is in an understeering state if the comparison result is that the actual yaw rate is less than the first target yaw rate, and the calculation result is that the absolute value of the difference is greater than a first understeering threshold, wherein the first understeering threshold is greater than the first oversteering threshold.

[0115] Optionally, the transmission module includes: a first transmission unit, configured to transmit a reverse yaw control request to the vehicle's yaw momentum controller if the instability state is an oversteering state; and a second transmission unit, configured to transmit a positive yaw control request to the vehicle's yaw momentum controller if the instability state is an understeering state.

[0116] Optionally, the first control module includes: a parsing unit, configured to parse the first yaw control requirement into a rotational speed requirement of the vehicle's angular momentum actuator; and a control unit, configured to control the rotational speed of the angular momentum actuator according to the rotational speed requirement.

[0117] Optionally, the analysis unit includes a calculation subunit for calculating the rotational speed requirement α of the vehicle's angular momentum actuator using the following formula: Where βt is the first target yaw rate, H is the yaw moment of inertia of the vehicle about its center of mass, and H J Let β be the yaw moment of inertia of the angular momentum actuator. i For real-time yaw rate, H×β t -H×β i This is for the first yaw control requirement.

[0118] Optionally, the device further includes: an acquisition module, configured to acquire a second real-time yaw rate and a second target yaw rate of the vehicle after the first control module controls the rotational speed of the vehicle's angular momentum actuator through the first yaw control request; a judgment module, configured to determine whether the instability of the vehicle has increased based on the difference between the second real-time yaw rate and the second target yaw rate; and a second control module, configured to transmit a second yaw control request to the vehicle's power controller and control the vehicle's wheels to perform differential driving if the instability of the vehicle has increased, wherein the power controller includes a motor drive controller or a brake controller.

[0119] Optionally, the second control module includes: a first transmission unit, configured to transmit a positive yaw control request to the vehicle's drive controller if the understeer state of the vehicle amplifies; and a second transmission unit, configured to transmit a reverse yaw control request to the vehicle's drive controller if the oversteer state of the vehicle amplifies.

[0120] Optionally, the second control module includes: a parsing unit, configured to parse the motor distribution type of the vehicle, wherein the motor distribution type includes distributed motor drive and non-distributed motor drive; a first control unit, configured to control the left and right wheels on the rear axle of the vehicle to perform differential driving through the vehicle's motor drive controller if the motor distribution type is distributed motor drive and the vehicle is in an understeer state; and to control the left and right wheels on the front axle of the vehicle to perform differential driving through the vehicle's motor drive controller if the motor distribution type is non-distributed motor drive and the vehicle is in an understeer state; and to control the front and rear wheels on the outer side of the vehicle to perform differential driving through the vehicle's brake controller if the motor distribution type is non-distributed motor drive and the vehicle is in an oversteer state.

[0121] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0122] Example 3

[0123] Embodiments of the present invention also provide a storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above method embodiments when running.

[0124] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0125] The system detects a first real-time yaw rate of the vehicle and determines a first target yaw rate of the vehicle; identifies an instability state of the vehicle based on the first real-time yaw rate and the first target yaw rate, wherein the instability state characterizes the steering tendency of the vehicle during instability; transmits a first yaw control request to the vehicle's yaw momentum controller based on the instability state; and controls the rotational speed of the vehicle's yaw momentum actuator based on the first yaw control request.

[0126] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0127] Embodiments of the present invention also provide an electronic device including a memory and a processor, the memory storing a computer program and the processor being configured to run the computer program to perform the steps in any of the above method embodiments.

[0128] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0129] Optionally, in this embodiment, the processor may be configured to execute the following steps through a computer program:

[0130] The system detects a first real-time yaw rate of the vehicle and determines a first target yaw rate of the vehicle; identifies an instability state of the vehicle based on the first real-time yaw rate and the first target yaw rate, wherein the instability state characterizes the steering tendency of the vehicle during instability; transmits a first yaw control request to the vehicle's yaw momentum controller based on the instability state; and controls the rotational speed of the vehicle's yaw momentum actuator based on the first yaw control request.

[0131] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0132] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0133] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0134] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0135] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for controlling vehicle instability, characterized in that, include: Detect the vehicle's first real-time yaw rate and determine the vehicle's first target yaw rate; The vehicle's instability state is identified based on the first real-time yaw rate and the first target yaw rate, wherein the instability state is used to characterize the vehicle's steering tendency when it becomes unstable; Based on the instability state, a first yaw control request is transmitted to the vehicle's yaw momentum controller; The rotational speed of the vehicle's angular momentum actuator is controlled by the first yaw control requirement; The method of controlling the rotational speed of the vehicle's angular momentum actuator based on the first yaw control demand includes: resolving the first yaw control demand into a rotational speed demand of the vehicle's angular momentum actuator; and controlling the rotational speed of the angular momentum actuator according to the rotational speed demand. The method of resolving the first yaw control demand into a rotational speed demand of the vehicle's angular momentum actuator includes: calculating the rotational speed demand α of the vehicle's angular momentum actuator using the following formula: Where βt is the first target yaw rate, H is the yaw moment of inertia of the vehicle about its center of mass, and H J Let β be the yaw moment of inertia of the angular momentum actuator. i For real-time yaw rate, H×β t -H×β i This is for the first yaw control requirement.

2. The method according to claim 1, characterized in that, Determining the first target yaw rate of the vehicle includes: The vehicle speed and steering wheel angle are detected, and the vehicle's stability parameters are obtained. The stability coefficient of the vehicle is calculated using the stability parameters. The first target yaw rate of the vehicle is calculated using the vehicle speed, the steering wheel angle, and the stability coefficient.

3. The method according to claim 2, characterized in that, The calculation of the vehicle's first target yaw rate using the vehicle speed, the steering wheel angle, and the stability coefficient includes: The first target yaw rate β of the vehicle is calculated using the following formula. t : Where σ is the steering wheel angle, v i Let l be the vehicle speed, l be the vehicle wheelbase, and K be the stability coefficient.

4. The method according to claim 2, characterized in that, Calculating the stability coefficient of the vehicle using the aforementioned stability parameters includes: The stability coefficient K of the vehicle is calculated using the following formula: Where m is the vehicle mass, a and b are the distances from the vehicle's center of gravity to the front and rear axles, respectively, and Cf and Cr are the lateral stiffness of the front and rear wheels, respectively. The stability parameters include m, a, b, Cf, and Cr.

5. The method according to claim 1, characterized in that, Identifying the vehicle's instability state based on the first real-time yaw rate and the first target yaw rate includes: Compare the first real-time yaw rate with the first target yaw rate to obtain the comparison result, and calculate the absolute value of the difference between the first real-time yaw rate and the first target yaw rate to obtain the calculation result; The instability state of the vehicle is identified based on the comparison results and the calculation results.

6. The method according to claim 5, characterized in that, Identifying the vehicle's instability state based on the comparison results and the calculation results includes: If the comparison result is that the actual yaw rate is greater than the first target yaw rate, and the calculation result is that the absolute value of the difference is greater than the first oversteering threshold, then the vehicle is determined to be in an oversteering state. If the comparison result is that the actual yaw rate is less than the first target yaw rate, and the calculation result is that the absolute value of the difference is greater than the first understeer threshold, the vehicle is determined to be in an understeer state, wherein the first understeer threshold is greater than the first oversteer threshold.

7. The method according to claim 1, characterized in that, The transmission of the first yaw control request to the vehicle's yaw momentum controller based on the instability state includes: If the instability state is an oversteering state, a reverse yaw control request is transmitted to the vehicle's yaw momentum controller; If the instability state is an understeering state, a positive yaw control request is transmitted to the vehicle's yaw momentum controller.

8. The method according to claim 1, characterized in that, After controlling the rotational speed of the vehicle's angular momentum actuator via the first yaw control requirement, the method further includes: Continue to acquire the vehicle's second real-time yaw rate and the second target yaw rate; The vehicle's instability is determined based on the difference between the second real-time yaw rate and the second target yaw rate. If the instability of the vehicle increases, a second yaw control request is transmitted to the vehicle's power controller, and the vehicle's wheels are controlled to drive at differential speeds. The power controller includes a motor drive controller or a brake controller.

9. The method according to claim 8, characterized in that, Transmitting a second yaw control request to the vehicle's drive controller includes: If the understeer of the vehicle worsens, a positive yaw control request is transmitted to the vehicle's drive controller. If the oversteer state of the vehicle increases, a reverse yaw control request is transmitted to the vehicle's drive controller.

10. The method according to claim 8, characterized in that, Controlling the wheels of the vehicle to travel at differential speeds includes: The motor distribution type of the vehicle is analyzed, wherein the motor distribution type includes distributed motor drive and non-distributed motor drive; If the motor distribution type is distributed motor drive and the vehicle is in an understeer state, the left and right wheels on the rear axle of the vehicle are controlled to drive at different speeds by the motor drive controller of the vehicle; if the motor distribution type is distributed motor drive and the vehicle is in an oversteer state, the left and right wheels on the front axle of the vehicle are controlled to drive at different speeds by the motor drive controller of the vehicle. If the motor distribution type is non-distributed motor drive and the vehicle is understeer, the vehicle's brake controller controls the front and rear wheels on the inner side of the vehicle to drive at different speeds; if the motor distribution type is non-distributed motor drive and the vehicle is oversteer, the vehicle's brake controller controls the front and rear wheels on the outer side of the vehicle to drive at different speeds.

11. A vehicle instability control device, characterized in that, include: The detection module is used to detect the vehicle's first real-time yaw rate and determine the vehicle's first target yaw rate. The identification module is used to identify the instability state of the vehicle based on the first real-time yaw rate and the first target yaw rate, wherein the instability state is used to characterize the steering trend of the vehicle when it is instable; The transmission module is used to transmit a first yaw control request to the vehicle's yaw momentum controller based on the instability state. The first control module is used to control the rotational speed of the vehicle's angular momentum actuator according to the first yaw control requirement; The first control module includes: a parsing unit, configured to parse the first yaw control requirement into a rotational speed requirement of the vehicle's angular momentum actuator; and a control unit, configured to control the rotational speed of the angular momentum actuator according to the rotational speed requirement; wherein the parsing unit includes: a calculation subunit, configured to calculate the rotational speed requirement α of the vehicle's angular momentum actuator using the following formula: Where βt is the first target yaw rate, H is the yaw moment of inertia of the vehicle about its center of mass, and H J Let β be the yaw moment of inertia of the angular momentum actuator. i For real-time yaw rate, H×β t -H×β i This is for the first yaw control requirement.

12. A storage medium, characterized in that, The storage medium stores a computer program, wherein the computer program is configured to execute the method described in any one of claims 1 to 10 when it is run.

13. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the method as described in any one of claims 1 to 10.

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