Vehicle stability control method, electronic equipment and vehicle

Abstract

The invention relates to a vehicle stability control method, electronic equipment and a vehicle, and is applied to the technical field of vehicle control. The vehicle stability control method comprises the steps that when it is determined that a vehicle is in a traction state and the actual yaw velocity corresponding to the vehicle is larger than a preset amplitude value, the yaw control torque is determined based on the actual yaw velocity, and the yaw control torque is used for conducting yaw control on a towed vehicle corresponding to the vehicle; acquiring an actual turning angle of the vehicle; according to the embodiment of the invention, the stability of the towed vehicle is controlled by controlling the torque and intervening the vehicle turning angle, so that the yaw motion can be more directly and effectively inhibited, the towed vehicle is prevented from losing stability, and the stability of the towed vehicle is improved. And the risks of separation and accidents of the towed vehicle are reduced.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle control, and particularly relates to a vehicle stability control method, an electronic device and a vehicle. BACKGROUND

[0002] In modern transportation, a vehicle trailer is widely used in logistics transportation, agricultural operation, leisure travel and other fields due to its dual advantages of emergency guarantee and transportation efficiency. However, the towed vehicle is prone to periodic yaw motion under some driving conditions (such as steering action or crosswind effect), which leads to instability and even disengagement of the towed vehicle, and causes serious accidents. Therefore, how to effectively prevent the towed vehicle from being unstable is a problem to be solved. SUMMARY

[0003] In order to solve the above technical problems, the present disclosure provides a vehicle stability control method, an electronic device and a vehicle.

[0004] A first aspect of the embodiments of the present disclosure provides a vehicle stability control method, comprising: In a case where it is determined that the vehicle is in a towing state and the actual yaw angular velocity corresponding to the vehicle is greater than a preset amplitude, a yaw control torque is determined based on the actual yaw angular velocity, and the yaw control torque is used for yaw control of a towed vehicle corresponding to the vehicle. An actual turning angle of the vehicle is obtained, and the towed vehicle is subjected to yaw control based on the actual turning angle and the yaw control torque.

[0005] Therefore, by means of the control torque and the vehicle turning angle, the stability control of the towed vehicle can directly and effectively suppress the yaw motion, prevent the towed vehicle from being unstable, and reduce the risk of the towed vehicle disengaging and accidents.

[0006] In some embodiments of the present disclosure, the method for determining whether the vehicle is in a towing state comprises: At least one information of the maximum vehicle speed, the actual yaw angular velocity, the ideal yaw angular velocity and the vehicle towing state signal of the vehicle is obtained. It is determined whether the vehicle is in a towing state based on at least one information of the maximum vehicle speed, the actual yaw angular velocity, the ideal yaw angular velocity and the vehicle towing state signal.

[0007] In some embodiments of the present disclosure, it is determined whether the vehicle is in a towing state based on at least one information of the maximum vehicle speed, the actual yaw angular velocity, the ideal yaw angular velocity and the vehicle towing state signal, comprising: An actual vehicle speed of the vehicle is obtained; in a case where it is determined that the actual vehicle speed is greater than a preset vehicle speed threshold and the steering wheel angle change rate of the vehicle is greater than a preset angle change rate threshold, it is determined whether there is a towed vehicle based on the actual yaw angular velocity, to obtain a first result; and / or; determine whether there is a towed vehicle based on a phase difference between the actual yaw rate and the ideal yaw rate, to obtain a second result; and / or determine whether there is a towed vehicle based on the maximum vehicle speed, to obtain a third result; and / or determine whether there is a towed vehicle based on the vehicle towing state signal, to obtain a fourth result. determine whether the vehicle is in a towing state based on at least one of the first result, the second result, the third result, and the fourth result.

[0008] Therefore, the detection accuracy of the towed vehicle can be improved, that is, the detection accuracy of whether the vehicle is in a towing state can be improved, and the detection flexibility of whether the vehicle is in a towing state can be improved.

[0009] In some embodiments of the present disclosure, before determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result, the method further comprises: obtaining an actual yaw rate signal; filtering the actual yaw rate signal to obtain a filtered actual yaw rate signal, wherein the filtering comprises low-pass filtering and band-pass filtering; determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result, comprising: determining whether there is a towed vehicle based on a target yaw rate corresponding to the filtered actual yaw rate signal to obtain the first result.

[0010] Therefore, by filtering the actual yaw rate signal, the interference signal can be removed while the effective processing signal is retained, ensuring the accuracy and effectiveness of the filtered actual yaw rate signal obtained, and further improving the accuracy of the first result obtained.

[0011] In some embodiments of the present disclosure, determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result comprises: detecting whether there is at least one target positive amplitude and at least one target negative amplitude in the actual yaw rate within a preset time, the target positive amplitude and the target negative amplitude being greater than a preset amplitude threshold; determining the first result based on the presence of the target positive amplitude and the target negative amplitude.

[0012] Therefore, the yaw amplitude analysis can be used to determine whether the vehicle is in a towing state, accurately quantifying the influence of the towed vehicle on the dynamic characteristics of the towing vehicle, and improving the accuracy of determining whether the vehicle is in a towing state.

[0013] In some embodiments of the present disclosure, within a preset time, whether there is at least one target positive amplitude and at least one target negative amplitude in the actual yaw angular velocity is detected, comprising: When the actual yaw angular velocity is equal to zero, or the difference between the actual yaw angular velocity and the ideal yaw angular velocity is less than a preset difference threshold, the detection operation is stopped.

[0014] Therefore, the yaw amplitude analysis can be performed under certain conditions, and it is determined whether there is a towed vehicle. When the actual yaw angular velocity is equal to zero, or the difference between the actual yaw angular velocity and the ideal yaw angular velocity is less than a preset difference threshold, it means that the rotational motion of the vehicle around the vertical axis is completely or basically stopped, that is, the vehicle body no longer swings or turns, and the vehicle returns to a straight driving state or remains static. The yaw amplitude analysis is stopped, and the detection operation is stopped, thereby improving the accuracy of the determination of the towed vehicle.

[0015] In some embodiments of the present disclosure, the yaw control torque is determined based on the actual yaw angular velocity, comprising: determining the difference between the ideal yaw angular velocity and the actual yaw angular velocity of the vehicle; based on the difference, the proportional-integral-derivative control algorithm is used for torque calculation to obtain the yaw control torque.

[0016] Therefore, the yaw control torque can be determined by the difference between the ideal yaw angular velocity and the actual yaw angular velocity and the proportional-integral-derivative control algorithm, which combines the performance of the vehicle and improves the accuracy and suitability of the determination of the yaw control torque.

[0017] In some embodiments of the present disclosure, the actual steering angle includes an actual rear wheel steering angle; based on the actual steering angle and the yaw control torque, the yaw control of the towed vehicle is performed, comprising: determining a first torque corresponding to the rear wheel steering system based on the actual rear wheel steering angle; based on the yaw control torque and the first torque, a second torque distributed to the brake system is determined, so that the brake system brakes based on the second torque to control the yaw of the towed vehicle.

[0018] Therefore, the yaw control capability of the rear wheel steering system can be determined based on the rear wheel steering angle, the yaw control torque can be distributed to the rear wheel steering system and the brake system, and the towed vehicle stability control is performed by differential braking, thereby improving the effect of the towed vehicle stability control.

[0019] The second aspect of the embodiments of the present disclosure provides a vehicle stability control device, comprising: The torque determination module is configured to determine the yaw control torque based on the actual yaw rate when it is determined that the vehicle is in the towing state and the actual yaw rate of the vehicle is greater than a preset amplitude, and the yaw control torque is used for yaw control of the towed vehicle corresponding to the vehicle. The vehicle control module is configured to obtain an actual steering angle of the vehicle, and perform yaw control on the towed vehicle based on the actual steering angle and the yaw control torque.

[0020] In some embodiments of the present disclosure, the vehicle stability control device further comprises a towing state determination module.

[0021] The towing state determination module is configured to obtain at least one of a maximum vehicle speed, an actual yaw rate, an ideal yaw rate, and a vehicle towing state signal of the vehicle. The towing state determination module is configured to determine whether the vehicle is in the towing state based on at least one of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate, and the vehicle towing state signal.

[0022] In some embodiments of the present disclosure, the towing state determination module comprises a first determination unit, a second determination unit, a third determination unit, a fourth determination unit, and a fifth determination unit.

[0023] The first determination unit is configured to obtain an actual vehicle speed of the vehicle, and determine whether there is a towed vehicle based on the actual yaw rate when it is determined that the actual vehicle speed is greater than a preset vehicle speed threshold and a steering wheel angle change rate of the vehicle is greater than a preset angle change rate threshold, to obtain a first result. The second determination unit is configured to determine whether there is a towed vehicle based on a phase difference between the actual yaw rate and the ideal yaw rate, to obtain a second result. The third determination unit is configured to determine whether there is a towed vehicle based on the maximum vehicle speed, to obtain a third result. The fourth determination unit is configured to determine whether there is a towed vehicle based on the vehicle towing state signal, to obtain a fourth result. The fifth determination unit is configured to determine whether the vehicle is in the towing state based on at least one of the first result, the second result, the third result, and the fourth result.

[0024] In some embodiments of the present disclosure, the vehicle stability control device further comprises a preprocessing module.

[0025] The preprocessing module is configured to obtain an actual yaw rate signal before determining whether there is a towed vehicle based on the actual yaw rate, to obtain a first result. The actual yaw rate signal is filtered to obtain a filtered actual yaw rate signal, and the filtering includes low-pass filtering and band-pass filtering.

[0026] The first determination unit is specifically configured to determine whether the towed vehicle exists based on the target yaw rate corresponding to the filtered actual yaw rate signal, and obtain a first result.

[0027] In some embodiments of the present disclosure, the first determination unit is specifically configured to detect whether at least one target positive amplitude and at least one target negative amplitude exist in the actual yaw rate within a preset time, the target positive amplitude and the target negative amplitude being greater than a preset amplitude threshold. The first result is determined based on the existence of the target positive amplitude and the target negative amplitude.

[0028] In some embodiments of the present disclosure, the first determination unit is further specifically configured to stop the detection operation when the actual yaw rate is equal to zero or the difference between the actual yaw rate and the ideal yaw rate is less than a preset difference threshold.

[0029] In some embodiments of the present disclosure, the torque determination module is specifically configured to determine a difference between the ideal yaw rate and the actual yaw rate of the vehicle. Based on the difference, a proportional-integral-derivative control algorithm is used to calculate the torque to obtain a yaw control torque.

[0030] In some embodiments of the present disclosure, the actual turning angle includes an actual rear wheel turning angle. The vehicle control module is specifically configured to determine a first torque corresponding to a rear wheel steering system based on the actual rear wheel turning angle. Based on the yaw control torque and the first torque, a second torque allocated to the braking system is determined to enable the braking system to brake based on the second torque and perform yaw control on the towed vehicle.

[0031] A third aspect of an embodiment of the present disclosure provides an electronic device, comprising: a processor; a memory configured to store executable instructions; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the vehicle stability control method provided in the first aspect.

[0032] A fourth aspect of an embodiment of the present disclosure provides a computer-readable storage medium storing a computer program, when the computer program is executed by a processor, the processor implements the vehicle stability control method provided in the first aspect.

[0033] A fifth aspect of an embodiment of the present disclosure provides a computer program product, the computer program product comprising a computer program or instructions, when the computer program or instructions are executed by a processor, the vehicle stability control method of the first aspect is implemented.

[0034] A sixth aspect of the embodiments of the present disclosure provides a vehicle, which comprises the electronic device provided in the third aspect.

[0035] The technical solutions provided by the embodiments of the present disclosure have the following advantages. The vehicle stability control method, the electronic device and the vehicle provided by the embodiments of the present disclosure can determine the yaw control torque based on the actual yaw rate in the case that the vehicle is determined to be in the towing state and the actual yaw rate corresponding to the vehicle is greater than the preset amplitude, wherein the yaw control torque is used for yaw control on the towed vehicle corresponding to the vehicle; the actual rotation angle of the vehicle is obtained; and the towed vehicle is subjected to yaw control based on the actual rotation angle and the yaw control torque. In this way, the stability control of the towed vehicle is performed in the intervention mode of the control torque and the vehicle rotation angle, which can more directly and effectively inhibit the yaw motion, prevent the towed vehicle from being unstable, and reduce the risk of the towed vehicle from being out of control and accidents. BRIEF DESCRIPTION OF DRAWINGS

[0036] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0037] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced here. Obviously, for those skilled in the art, other drawings can also be obtained without creative labor based on these drawings.

[0038] Figure 1 is a flowchart of a vehicle stability control method provided by the embodiments of the present disclosure; Figure 2 is a flowchart of a vehicle towing state determination method provided by the embodiments of the present disclosure; Figure 3 is a flowchart of a yaw control method based on the actual rotation angle and the yaw control torque provided by the embodiments of the present disclosure; Figure 4 is a structural schematic diagram of a vehicle stability control device provided by the embodiments of the present disclosure; Figure 5 is a structural schematic diagram of an electronic device provided by the embodiments of the present disclosure. DETAILED DESCRIPTION

[0039] In order to more clearly illustrate the above-mentioned purposes, features and advantages of the present disclosure, the solutions of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0040] Many specific details are set forth in the following description in order to provide a thorough understanding of the present disclosure. However, the present disclosure can be practiced according to other embodiments that do not require some of the specific details described below. It is understood that the present disclosure can be practiced with only some of the described embodiments, and that the remaining embodiments are not required.

[0041] It should be understood that each of the steps recited in the method embodiments of the present disclosure can be performed in a different order, and / or in parallel. In addition, the method embodiments can include additional steps and / or omit performing the steps shown. The scope of the present disclosure is not limited in this regard.

[0042] It should be noted that the terms such as "first" and "second" and the like in this text are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Also, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such a process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of additional identical elements in the process, method, article or device including the element.

[0043] It should be noted that the modification of "one" or "multiple" mentioned in the present disclosure is illustrative but not limiting, and those skilled in the art should understand that unless otherwise explicitly indicated in the context, it should be understood as "one or more".

[0044] Generally, in modern transportation, vehicle trailers are widely used in logistics transportation, agricultural operations, leisure travel and other fields due to their dual advantages of emergency guarantee and transportation efficiency. In the process of vehicle trailer, the towing vehicle and the towed vehicle form a dynamic coupling system through physical connection devices (such as trailer hooks, towing frames), and the motion states of the two are related to each other: the towing vehicle dominates the power output and steering control, and the towed vehicle presents passive following characteristics due to inertia, road friction and air resistance, etc. Factors such as mass distribution and brake response will affect the control stability of the towing vehicle.

[0045] However, the towed vehicle is prone to periodic yaw motion under some driving conditions, such as steering action or crosswind effect, etc. When the yaw motion occurs, the towed vehicle swings around the vertical axis due to the lateral force, causing the towed vehicle to lose stability and even detach, and at the same time, the swing is transmitted to the towing vehicle through the connecting device, causing the steering wheel to periodically shake, the driving trajectory to deviate, and even causing the resonance effect of "snake swing", which seriously threatens the driving safety. Therefore, how to effectively prevent the towed vehicle from losing stability is a problem to be solved. In view of this problem, the embodiment of the present disclosure provides a vehicle stability control method, which will be introduced below in combination with specific embodiments.

[0046] Figure 1 A flowchart of a vehicle stability control method provided by the embodiment of the present disclosure, which can be executed by a vehicle stability control device, can be realized by software and / or hardware, and can be configured in an electronic device, such as a server or a terminal. The terminal specifically includes a vehicle-mounted terminal, a computer or a tablet computer, etc.

[0047] As shown in Figure 1 The vehicle stability control method provided by the embodiment of the present disclosure can be applied to the technical field of vehicle control, such as the technical field of vehicle trailer control. The vehicle stability control method can include the following steps.

[0048] S110, in a case where it is determined that the vehicle is in a towing state and the actual yaw angular velocity corresponding to the vehicle is greater than a preset amplitude, determining a yaw control torque based on the actual yaw angular velocity, the yaw control torque being used for yaw control on the towed vehicle corresponding to the vehicle.

[0049] In the embodiment of the present disclosure, the vehicle is in a towing state, that is, the vehicle has a towed vehicle. Specifically, it can be understood as that the towing vehicle is rigidly or flexibly connected with the towed vehicle through a physical connecting device (such as a trailer hook, a towing rod or a special coupler), the towing vehicle actively provides power and controls the driving direction, and the towed vehicle is in a passive following state, the power system of the towed vehicle is usually not working (except for special cases), and the towed vehicle moves only by relying on the traction of the towing vehicle, and the two need to be highly coordinated in braking, steering and other actions to ensure driving stability and safety. This process is common in fault rescue, motor home towing or cargo transportation scenes.

[0050] In the embodiment of the present disclosure, the yaw angular velocity is the angular velocity of the vehicle in the yaw motion. Specifically, it can be understood as the angular velocity of the vehicle or the towed vehicle combination rotating around the vertical axis (Z axis), and the unit is rad / s (radian per second). In the vehicle trailer scene, it reflects the severity of the yaw motion (also known as lateral motion) of the whole or part of the towing vehicle and the towed vehicle.

[0051] In the embodiments of the present disclosure, the preset amplitude is a critical threshold value for defining the "safe yaw motion range" in the vehicle trailer system. Specifically, it can be understood as the maximum allowable angular velocity of the combination of the towing vehicle and the towed vehicle that can be maintained by the self-adjusting capability (such as driver correction) under certain working conditions (such as vehicle speed, load, road conditions). When the value is exceeded, the system may enter an unstable state due to inertial coupling effects or control delays.

[0052] In the embodiments of the present disclosure, when the actual yaw angular velocity of the vehicle is greater than the preset amplitude, it indicates that stability control needs to be performed on the vehicle to prevent the towed vehicle from losing stability and thus causing the whole vehicle to lose stability.

[0053] Specifically, the electronic device can detect whether the vehicle is in a towing state, i.e., whether there is a towed vehicle. When it is determined that the vehicle is in a towing state, the actual yaw angular velocity of the vehicle is acquired based on the vehicle yaw angular velocity sensor, and then the actual yaw angular velocity of the vehicle is acquired. The actual yaw angular velocity of the vehicle is compared with the preset amplitude. When it is determined that the actual yaw angular velocity of the vehicle is greater than the preset amplitude, the yaw control torque is calculated based on the actual yaw angular velocity and a preset algorithm, and the yaw control torque is obtained. The preset algorithm can be a proportional-integral-derivative control algorithm.

[0054] S120, acquiring an actual turning angle of the vehicle; and performing yaw control on the towed vehicle based on the actual turning angle and the yaw control torque.

[0055] In the embodiments of the present disclosure, the turning angle can be understood as the deflection angle of the wheel relative to the longitudinal axis of the vehicle, which is usually driven by the steering wheel rotation.

[0056] Specifically, after the yaw control torque is acquired, the turning angle of the vehicle is acquired based on the turning angle sensor of the vehicle, and the actual turning angle of the vehicle is acquired. After the actual turning angle of the vehicle is acquired, the yaw control torque is distributed based on the actual turning angle of the vehicle, and the torque distributed to the braking system of the vehicle is determined. Then, the towed vehicle is controlled in yaw by combining the steering system and the braking system of the vehicle, so as to avoid the risk of vehicle swing, spin or rollover caused by the yaw angular velocity exceeding the preset amplitude, and improve the safety and stability of the towed vehicle, and thus improve the stability and safety of the whole vehicle.

[0057] In the embodiment of the present disclosure, when it is determined that the vehicle is in the towing state and the actual yaw rate of the vehicle is greater than the preset amplitude, the yaw control torque is determined based on the actual yaw rate, wherein the yaw control torque is used for yaw control of the towed vehicle corresponding to the vehicle; the actual turning angle of the vehicle is obtained; and the towed vehicle is controlled based on the actual turning angle and the yaw control torque. Thus, the stability control of the towed vehicle is performed by means of the control torque and the vehicle turning angle, which can more directly and effectively suppress the yaw motion, prevent the towed vehicle from being unstable, and reduce the risk of the towed vehicle from being out of control and accidents.

[0058] In the embodiment of the present disclosure, the electronic device can detect whether the vehicle is in the towing state after the vehicle machine is started or a vehicle stability control instruction is received, and perform the vehicle stability control method when the vehicle is in the towing state, so as to ensure the effectiveness and accuracy of the vehicle stability control.

[0059] Figure 2 is a flowchart of a vehicle towing state determination method provided by the embodiment of the present disclosure, as Figure 2 As shown in the figure, the method of detecting whether the vehicle has a towed vehicle or determining whether the vehicle is in the towing state can include the following steps: S210, at least one information of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal of the vehicle is obtained.

[0060] In the embodiment of the present disclosure, the maximum vehicle speed of the vehicle can be understood as the maximum driving speed of the vehicle in the driving process.

[0061] Specifically, the maximum vehicle speed of the vehicle can be the maximum value of the driving speed of the vehicle collected by the vehicle speed sensor of the vehicle machine after the starting process, which can include the maximum forward speed and / or the maximum reverse speed of the vehicle.

[0062] In the embodiment of the present disclosure, the actual yaw rate can be the yaw rate of the vehicle in a preset time period.

[0063] In the embodiment of the present disclosure, the ideal yaw rate can be understood as the optimal angular velocity value of the vehicle body rotating around the vertical axis when the towing vehicle and the towed vehicle cooperatively steer in a specific working condition (such as vehicle speed, load, road condition). It needs to meet the driver's steering intention to make the combination smoothly pass the bend according to the expected trajectory, and also needs to consider the system dynamic stability to avoid too fast yaw motion from causing too large relative roll or trajectory deviation between the towing vehicle and the towed vehicle. The ideal value is usually determined by the vehicle dynamics model and the real vehicle tuning, and the core is to balance the steering flexibility and the anti-skid ability to ensure that the towed vehicle combination realizes efficient and controllable lateral motion within the safety boundary.

[0064] Specifically, the electronic device can calculate the ideal yaw rate through a two-degree-of-freedom formula, and then obtain the ideal yaw rate.

[0065] The specific calculation formula of the ideal yaw rate is as follows:

[0066] Wherein, is the ideal yaw rate, the unit is rad / s (radian per second); is the reference vehicle speed, the unit is m / s (meter per second); L is the wheelbase, that is, the vehicle parameter, the unit is m (meter); is the front wheel steering angle, the unit is rad (radian); is the rear steering request steering angle, the unit is rad (radian); K is the stability factor, which is pre-calibrated.

[0067] In the embodiments of the present disclosure, the vehicle towing state signal can be understood as a trailer signal. Specifically, it can be understood as the core information of the state and control instruction transmitted between the vehicle and the towed vehicle, that is, the trailer. Through the wire harness or wireless communication, the basic signals such as steering, braking, and wide light are synchronized to ensure that the light of the towed vehicle is consistent with that of the towing vehicle, and the road visibility is improved; at the same time, through the warning signal such as the indicator light, the tire slip, brake failure or connection abnormality can be fed back in real time, prompting the driver to adjust the operation or stop for maintenance.

[0068] Specifically, the electronic device can obtain the trailer signal through the towed vehicle plug. The towed vehicle plug is a standard interface for electrical signal transmission between the vehicle and the towed vehicle, and signal synchronization is achieved through physical connection.

[0069] S220, determining whether the vehicle is in a towing state based on at least one of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate, and the vehicle towing state signal.

[0070] In some embodiments of the present disclosure, determining whether the vehicle is in a towing state can specifically include: obtaining the actual vehicle speed of the vehicle; in a case where it is determined that the actual vehicle speed is greater than a preset vehicle speed threshold and the steering wheel angle change rate of the vehicle is greater than a preset angle change rate threshold, determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result.

[0071] In the embodiments of the present disclosure, the preset vehicle speed threshold is a preset driving speed threshold for determining whether to perform vehicle towing state detection. Because the vehicle towing stability is greatly affected when the vehicle speed is greater than a certain threshold.

[0072] Specifically, the electronic device can acquire an actual vehicle speed of the vehicle, compare the actual vehicle speed with a preset vehicle speed threshold, in a case where it is determined that the actual vehicle speed is greater than the preset vehicle speed threshold, acquire a steering wheel angle change rate of the vehicle, compare the steering wheel angle change rate with a preset angle change rate threshold, in a case where it is determined that the steering wheel angle change rate is greater than the preset angle change rate threshold, start yaw amplitude analysis, determine whether there is a towed vehicle based on an actual yaw rate, and in a preset time, detect whether the actual yaw rate includes at least one target positive amplitude and at least one target negative amplitude, where the target positive amplitude and the target negative amplitude are greater than a preset amplitude threshold; determine a first result based on the presence of the target positive amplitude and the target negative amplitude.

[0073] In the embodiments of the present disclosure, the first result is determined based on the presence of the target positive amplitude and the target negative amplitude, specifically, in a case where it is determined that there is at least one target positive amplitude and at least one target negative amplitude, it is determined that there is a towed vehicle, i.e., the vehicle is in a towing state; in a case where it is determined that there is no at least one target positive amplitude and / or at least one target negative amplitude, it is determined that there is no towed vehicle, i.e., the vehicle is not in a towing state, obtaining the first result.

[0074] In the embodiments of the present disclosure, in the preset time, it is detected whether there is at least one target positive amplitude and at least one target negative amplitude in the actual yaw rate, specifically, when the actual yaw rate is equal to zero, or the difference between the actual yaw rate and the ideal yaw rate is less than a preset difference threshold, the detection operation is stopped.

[0075] Therefore, the yaw amplitude analysis can be performed under certain conditions, and then it is determined whether there is a towed vehicle, when the actual yaw rate is equal to zero, or the difference between the actual yaw rate and the ideal yaw rate is less than a preset difference threshold, it is indicated that the rotational motion of the vehicle around the vertical axis is completely or basically stopped, i.e., the vehicle body no longer has a lateral swing or a steering trend, at this time the vehicle returns to a straight-line driving state or remains in a static state, and then the yaw amplitude analysis is stopped, i.e., the detection operation is stopped, thereby improving the accuracy of the determination of the towed vehicle.

[0076] The first result can include a judgment result of the towing state, and can also include a probability score.

[0077] Therefore, the yaw amplitude analysis can be used to determine whether the vehicle is in a towing state, accurately quantify the influence of the towed vehicle on the dynamic characteristics of the towing vehicle, and improve the accuracy of the determination of whether the vehicle is in a towing state.

[0078] In some embodiments of the present disclosure, after the electronic device obtains the actual yaw rate signal corresponding to the actual yaw rate, the electronic device can perform filtering processing on the actual yaw rate signal to obtain a filtered actual yaw rate signal; and perform yaw amplitude analysis on a target yaw rate corresponding to the filtered actual yaw rate signal to determine whether the vehicle is in a towing state, i.e., determine whether there is a towed vehicle based on the target yaw rate to obtain a first result.

[0079] The filtering processing includes low-pass filtering processing and band-pass filtering processing. The low-pass filtering processing retains low-frequency components (e.g., slow changes in steady steering) in the actual yaw rate signal and suppresses high-frequency noise (e.g., sensor jitter, transient interference caused by road bumps). The band-pass filtering extracts components of a specific frequency band in the actual yaw rate signal from the actual yaw rate signal with low-frequency components obtained after the low-pass filtering processing to obtain the filtered actual yaw rate signal. Exemplarily, the filtered actual yaw rate signal corresponds to a frequency range of 0.5 Hz to 1.5 Hz.

[0080] In the embodiments of the present disclosure, the specific implementation of determining whether there is a towed vehicle based on the target yaw rate to obtain the first result is similar to the specific implementation of determining whether there is a towed vehicle based on the actual yaw rate to obtain the first result in the above-mentioned embodiments of the present disclosure, and will not be repeated here.

[0081] Therefore, by performing filtering processing on the actual yaw rate signal, the interference signal can be removed while the effective processing signal is retained, the accuracy and effectiveness of the filtered actual yaw rate signal obtained are ensured, and the accuracy of the first result obtained is improved.

[0082] In some other embodiments of the present disclosure, determining whether the vehicle is in a towing state can specifically include: determining whether there is a towed vehicle based on a phase difference between the actual yaw rate and the ideal yaw rate to obtain a second result.

[0083] Specifically, the electronic device can detect the phase difference between the actual yaw rate and the ideal yaw rate after obtaining the actual yaw rate and the ideal yaw rate, and determine whether the phase difference is greater than a preset minimum phase difference threshold; in a case where it is determined that the phase difference is greater than the preset minimum phase difference threshold, it is determined that there is a towed vehicle, i.e., it is determined that the vehicle is in a towing state; in a case where it is determined that the phase difference is less than or equal to the preset minimum phase difference threshold, it is determined that there is no towed vehicle, i.e., it is determined that the vehicle is not in a towing state, and then the second result is obtained.

[0084] In yet some embodiments of the present disclosure, determining whether the vehicle is in the towing state can specifically include: determining whether the vehicle is in the towing state based on the maximum speed of the vehicle, to obtain a third result.

[0085] Specifically, after obtaining the maximum speed of the vehicle, the electronic device compares the maximum forward speed of the vehicle with a preset maximum forward speed threshold, and determines that there is no towed vehicle, i.e., the vehicle is not in the towing state, in a case where it is determined that the maximum forward speed of the vehicle is greater than the preset maximum forward speed threshold; and / or compares the maximum backward speed of the vehicle with a preset maximum backward speed threshold, and determines that there is no towed vehicle, i.e., the vehicle is not in the towing state, in a case where it is determined that the maximum backward speed of the vehicle is greater than the preset maximum backward speed threshold; determines that the vehicle is in the towing state in a case where it is determined that the maximum forward speed of the vehicle is less than or equal to the preset maximum forward speed threshold, and the maximum backward speed of the vehicle is less than or equal to the preset maximum backward speed threshold, etc., to obtain the third result.

[0086] Thus, whether the vehicle is in the towing state can be determined through maximum speed analysis, taking into account the influence of the overall mass of the vehicle, speed, etc. in the case of a towed vehicle.

[0087] In yet some embodiments of the present disclosure, determining whether the vehicle is in the towing state can specifically include: determining whether there is a towed vehicle based on a vehicle towing state signal, to obtain a fourth result.

[0088] Specifically, the electronic device determines the state of the vehicle towing state signal, and determines that the vehicle is in the towing state in a case where it is determined that the state of the vehicle towing state signal is that there is a towed vehicle; and determines that the vehicle is not in the towing state in a case where it is determined that the state of the vehicle towing state signal is that there is no towed vehicle, to obtain the fourth result.

[0089] In yet some embodiments of the present disclosure, determining whether the vehicle is in the towing state can specifically include: determining whether the vehicle is in the towing state based on the first result, the second result, the third result, and the fourth result.

[0090] Specifically, after obtaining the first result, the second result, the third result, and the fourth result, the electronic device can determine target weights corresponding to the first result, the second result, the third result, and the fourth result respectively; and performs weighted averaging on the first result, the second result, the third result, and the fourth result based on the target weights, to obtain a final target result.

[0091] The target weight corresponding to each result can be different or the same. The target weight can be set according to the user's demand and actual application scenario, which is not limited herein.

[0092] The target result can include a probability score corresponding to the vehicle being in the towing state; when the probability score is greater than a preset score threshold, it is determined that the vehicle is in the towing state; and when the probability score is less than or equal to the preset score threshold, it is determined that the vehicle is not in the towing state.

[0093] Therefore, according to the actual situation of the vehicle, one dimension or multi-dimension information can be comprehensively detected to determine whether the towed vehicle exists, thereby improving the accuracy of the towed vehicle detection, that is, improving the accuracy of whether the vehicle is in the towing state, and improving the detection flexibility of whether the vehicle is in the towing state.

[0094] In the embodiment of the present disclosure, the yaw control torque is determined based on the actual yaw rate, and specifically can include: determining a difference between the ideal yaw rate and the actual yaw rate of the vehicle; and based on the difference, performing torque calculation by using a proportional-integral-derivative control algorithm to obtain the yaw control torque.

[0095] Specifically, after the ideal yaw rate and the actual yaw rate are obtained, the electronic device can obtain a proportional gain, an integral gain, and a differential gain; based on the difference between the ideal yaw rate and the actual yaw rate and the proportional gain, the integral gain, and the differential gain, the torque calculation is performed by using the proportional-integral-derivative control algorithm to obtain the yaw control torque.

[0096] The specific formula of the torque calculation by using the proportional-integral-derivative control algorithm is as follows:

[0097] Wherein, u(t) is the yaw control torque; K p , K i , K d are proportional, integral, and differential gains, respectively; and e(t) is the difference between the ideal yaw rate and the actual yaw rate.

[0098] In the embodiment of the present disclosure, the yaw control torque can be determined by the difference between the ideal yaw rate and the actual yaw rate and the proportional-integral-derivative control algorithm, which combines the performance of the vehicle and improves the accuracy and suitability of the determination of the yaw control torque.

[0099] In some embodiments of the present disclosure, in the case where the vehicle includes a rear wheel steering system, the actual steering angle includes an actual rear wheel steering angle. The electronic device can determine the yaw ability of the rear wheel steering system based on the rear wheel steering angle, to distribute the yaw control torque based on the braking system, and then perform stability control of the towed vehicle.

[0100] Figure 3 is a flowchart of a yaw control method based on the actual steering angle and the yaw control torque provided by the embodiment of the present disclosure, as shown inFigure 3 As shown, the yaw control is performed on the towed vehicle based on the actual steering angle and the yaw control torque, and can specifically include the following steps: S310, determining a first torque corresponding to the rear wheel steering system based on the actual rear wheel steering angle.

[0101] In the embodiments of the present disclosure, the electronic device can calculate the yaw capability of the rear wheel based on the actual rear wheel steering angle, and determine the first torque allocated to the rear wheel steering system, so that the rear wheel steering system brakes based on the first torque.

[0102] The specific calculation formula of the first torque is as follows:

[0103] Wherein, is the actual rear wheel steering angle; b is the distance from the mass center to the rear axle, in meters (m); C r is the rear axle cornering stiffness, in Newton per radian (N / rad); K s is the coefficient obtained based on the road adhesion coefficient and the longitudinal vehicle speed; Mz is the first torque.

[0104] S320, based on the yaw control torque and the first torque, determining a second torque allocated to the braking system, so that the braking system brakes based on the second torque to control the yaw of the towed vehicle.

[0105] In the embodiments of the present disclosure, after obtaining the first torque, the electronic device subtracts the first torque from the yaw control torque to obtain the second torque, and determines the second torque as the torque allocated to the braking system, so that the braking system brakes based on the second torque, and then controls the yaw of the towed vehicle.

[0106] In the embodiments of the present disclosure, the yaw capability of the rear wheel steering system can be determined based on the rear wheel steering angle, and the yaw control torque is allocated to the rear wheel steering system and the braking system, and the towed vehicle stability control is performed in the form of differential braking, thereby improving the effect of the towed vehicle stability control.

[0107] In some other embodiments of the present disclosure, in the case where the vehicle includes the rear wheel steering system, the electronic device allocates the yaw control torque to the braking system, so that the braking system brakes based on the entire yaw control torque, and then controls the yaw of the towed vehicle.

[0108] Figure 4 is a structural schematic diagram of a vehicle stability control device provided by the embodiments of the present disclosure.

[0109] In the embodiments of the present disclosure, the vehicle stability control device can be arranged in an electronic device, which is understood as a part of the functions of the electronic device. Specifically, the electronic device can be a server or a terminal, wherein the terminal specifically includes a mobile phone, a computer, a tablet computer, or the like, and can also be any device capable of processing the vehicle stability control method, which is not limited herein.

[0110] As shown in Figure 4 The vehicle stability control device 400 can include a torque determination module 410 and a vehicle control module 420.

[0111] The torque determination module 410 can be configured to determine a yaw control torque based on the actual yaw rate when it is determined that the vehicle is in a towing state and the actual yaw rate of the vehicle is greater than a preset amplitude, wherein the yaw control torque is used for yaw control of the towed vehicle corresponding to the vehicle. The vehicle control module 420 can be configured to obtain an actual rotation angle of the vehicle; and perform yaw control on the towed vehicle based on the actual rotation angle and the yaw control torque.

[0112] In the embodiments of the present disclosure, when it is determined that the vehicle is in a towing state and the actual yaw rate of the vehicle is greater than a preset amplitude, a yaw control torque can be determined based on the actual yaw rate, wherein the yaw control torque is used for yaw control of the towed vehicle corresponding to the vehicle; an actual rotation angle of the vehicle is obtained; and the towed vehicle is controlled based on the actual rotation angle and the yaw control torque. Thus, by controlling the torque and the rotation angle of the vehicle, the stability of the towed vehicle can be controlled, the yaw motion can be directly and effectively suppressed, the towed vehicle can be prevented from being unstable, and the risk of the towed vehicle being separated and causing an accident is reduced.

[0113] In some embodiments of the present disclosure, the vehicle stability control device 400 can further include a towing state determination module.

[0114] The towing state determination module can be configured to obtain at least one of a maximum vehicle speed, an actual yaw rate, an ideal yaw rate, and a vehicle towing state signal of the vehicle; determine whether the vehicle is in a towing state based on at least one of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate, and the vehicle towing state signal.

[0115] In some embodiments of the present disclosure, the towing state determination module can include a first determination unit, a second determination unit, a third determination unit, a fourth determination unit, and a fifth determination unit.

[0116] The first determination unit can be configured to acquire an actual vehicle speed of the vehicle; and in a case where the actual vehicle speed is greater than a preset vehicle speed threshold and a steering wheel angle change rate of the vehicle is greater than a preset angle change rate threshold, determine whether the vehicle is being towed based on the actual yaw rate, to obtain a first result. The second determination unit can be configured to determine whether the vehicle is being towed based on a phase difference between the actual yaw rate and an ideal yaw rate, to obtain a second result. The third determination unit can be configured to determine whether the vehicle is being towed based on the maximum vehicle speed, to obtain a third result. The fourth determination unit can be configured to determine whether the vehicle is being towed based on a vehicle towing state signal, to obtain a fourth result. The fifth determination unit can be configured to determine whether the vehicle is in the towing state based on at least one of the first result, the second result, the third result and the fourth result.

[0117] In some embodiments of the present disclosure, the vehicle stability control device 400 can further include a preprocessing module.

[0118] The preprocessing module can be configured to acquire an actual yaw rate signal before determining whether the vehicle is being towed based on the actual yaw rate, to obtain the first result. The actual yaw rate signal is filtered to obtain a filtered actual yaw rate signal, and the filtering includes low-pass filtering and band-pass filtering.

[0119] The first determination unit is specifically configured to determine whether the vehicle is being towed based on a target yaw rate corresponding to the filtered actual yaw rate signal, to obtain the first result.

[0120] In some embodiments of the present disclosure, the first determination unit is specifically configured to detect whether there are at least one target positive amplitude and at least one target negative amplitude in the actual yaw rate within a preset time, and the target positive amplitude and the target negative amplitude are greater than a preset amplitude threshold. The first result is determined based on the presence of the target positive amplitude and the target negative amplitude.

[0121] In some embodiments of the present disclosure, the first determination unit is further specifically configured to stop the detection operation when the actual yaw rate is equal to zero or a difference between the actual yaw rate and the ideal yaw rate is less than a preset difference threshold.

[0122] In some embodiments of the present disclosure, the torque determination module 410 can be specifically configured to determine a difference between the ideal yaw rate and the actual yaw rate of the vehicle. Based on the difference, a proportional-integral-derivative control algorithm is used to calculate the torque, to obtain the yaw control torque.

[0123] In some embodiments of the present disclosure, the actual turning angle includes an actual rear wheel turning angle; The vehicle control module 420 can be specifically configured to determine a first torque corresponding to the rear wheel steering system based on the actual rear wheel turning angle; Based on the yaw control torque and the first torque, a second torque allocated to the braking system is determined, so that the braking system brakes based on the second torque to perform yaw control on the towed vehicle.

[0124] It should be noted that, Figure 4 The vehicle stability control device 400 shown can perform each step in the above method embodiments, and achieve each process and effect in the above method embodiments, which will not be repeated here.

[0125] Figure 5 is a structural schematic diagram of an electronic device provided by an embodiment of the present disclosure.

[0126] In an embodiment of the present disclosure, Figure 5 The electronic device shown can be a server or a terminal, wherein the terminal specifically includes a mobile phone, a computer, a tablet computer or the like, and can also be any device capable of processing the above vehicle stability control method, which is not limited here.

[0127] As shown in Figure 5 The electronic device can include a processor 510 and a memory 520 storing computer program instructions.

[0128] Specifically, the processor 510 described above can include a central processing unit (CPU), or a specific integrated circuit (Application Specific Integrated Circuit, ASIC), or can be configured as one or more integrated circuits implementing an embodiment of the present disclosure.

[0129] The memory 520 can include mass storage for data or instructions. As an example and not by way of limitation, the memory 520 can include a Hard Disk Drive (HDD), a floppy disk drive, a flash memory, a Compact Disc (CD) or other optical disk, a Universal Serial Bus (USB) drive, or a combination of two or more of these. The memory 520 can be removable and / or non-removable (or fixed) as appropriate. The memory 520 can be internal or external as appropriate. In particular embodiments, the memory 520 is non-volatile, solid-state memory. In particular embodiments, the memory 520 includes a Read-Only Memory (ROM). Where appropriate, this ROM can be mask programmed ROM, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these. In particular embodiments, the memory 520 includes a volatile memory, such as a Random Access Memory (RAM). Where appropriate, this RAM can include a dynamic RAM (DRAM), a static RAM (SRAM), a synchronous dynamic RAM (SDRAM), or a combination of two or more of these. In particular embodiments, the memory 520 includes a non-volatile memory, such as a read-only memory (ROM), programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0130] The processor 510 performs the steps of the vehicle stability control method provided by the embodiments of the present disclosure by reading and executing computer program instructions stored in the memory 520.

[0131] In one example, the electronic device can further include a transceiver 530 and a bus 540. As shown, the processor 510, the memory 520, and the transceiver 530 are connected through the bus 540 and complete communication among each other. Figure 5

[0132] ​Bus 540 includes a hardware, software, or both. By way of example and not limitation, a bus can include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side BUS (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or another suitable bus or a combination of two or more of these. Where appropriate, bus 540 can include one or more buses.

[0133] The embodiment of the present disclosure further provides a computer readable storage medium, which can store a computer program. When the computer program is executed by a processor, the processor implements the vehicle stability control method provided by the embodiment of the present disclosure.

[0134] In the embodiment of the present disclosure, when the computer program is executed by the processor, the following steps can be executed: in the case that it is determined that the vehicle is in the traction state and the actual yaw angular velocity corresponding to the vehicle is greater than the preset amplitude, determining a yaw control torque based on the actual yaw angular velocity, the yaw control torque being used for performing yaw control on the towed vehicle corresponding to the vehicle; acquiring an actual rotation angle of the vehicle; and performing yaw control on the towed vehicle based on the actual rotation angle and the yaw control torque.

[0135] The vehicle is determined to be in the towing state, and the actual yaw rate of the vehicle is greater than the preset amplitude. The yaw control torque is determined based on the actual yaw rate, wherein the yaw control torque is used for yaw control of the towed vehicle corresponding to the vehicle. The actual turning angle of the vehicle is obtained. The yaw control of the towed vehicle is performed based on the actual turning angle and the yaw control torque. Therefore, the stability control of the towed vehicle is performed in the manner of the control torque and the vehicle turning angle intervention, which can more directly and effectively suppress the yaw motion, prevent the towed vehicle from being unstable, and reduce the risk of the towed vehicle from being out of control and accidents.

[0136] In some embodiments of the present disclosure, the method for determining whether the vehicle is in the towing state comprises: obtaining at least one information of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal of the vehicle; determining whether the vehicle is in the towing state based on at least one information of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal.

[0137] In some embodiments of the present disclosure, determining whether the vehicle is in the towing state based on at least one information of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal comprises: obtaining the actual vehicle speed of the vehicle; in the case that the actual vehicle speed is greater than the preset vehicle speed threshold and the steering wheel angle change rate of the vehicle is greater than the preset angle change rate threshold, determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result; and / or; determining whether there is a towed vehicle based on the phase difference between the actual yaw rate and the ideal yaw rate to obtain a second result; and / or; determining whether there is a towed vehicle based on the maximum vehicle speed to obtain a third result; and / or; determining whether there is a towed vehicle based on the vehicle towing state signal to obtain a fourth result; determining whether the vehicle is in the towing state based on at least one of the first result, the second result, the third result and the fourth result.

[0138] In some embodiments of the present disclosure, before determining whether there is a towed vehicle based on the actual yaw rate to obtain the first result, the method further comprises: obtaining the actual yaw rate signal; filtering the actual yaw rate signal to obtain a filtered actual yaw rate signal, wherein the filtering comprises low-pass filtering and band-pass filtering; Determining whether there is a towed vehicle based on the actual yaw rate to obtain the first result comprises: determining whether there is a towed vehicle based on the target yaw rate corresponding to the filtered actual yaw rate signal to obtain the first result.

[0139] In some embodiments of the present disclosure, determining whether the towed vehicle exists based on the actual yaw rate, to obtain a first result, comprises: detecting whether at least one target positive amplitude and at least one target negative amplitude exist in the actual yaw rate within a preset time, the target positive amplitude and the target negative amplitude being greater than a preset amplitude threshold; and determining the first result based on the presence of the target positive amplitude and the target negative amplitude.

[0140] In some embodiments of the present disclosure, detecting whether at least one target positive amplitude and at least one target negative amplitude exist in the actual yaw rate within a preset time comprises: stopping the detection operation when the actual yaw rate is equal to zero, or the difference between the actual yaw rate and the ideal yaw rate is less than a preset difference threshold.

[0141] In some embodiments of the present disclosure, determining the yaw control torque based on the actual yaw rate comprises: determining the difference between the ideal yaw rate and the actual yaw rate of the vehicle; and calculating the torque based on the difference by using a proportional-integral-derivative control algorithm to obtain the yaw control torque.

[0142] In some embodiments of the present disclosure, the actual steering angle comprises an actual rear wheel steering angle. Controlling the yaw of the towed vehicle based on the actual steering angle and the yaw control torque comprises: determining a first torque corresponding to the rear wheel steering system based on the actual rear wheel steering angle; and determining a second torque allocated to the braking system based on the yaw control torque and the first torque, so that the braking system brakes based on the second torque to control the yaw of the towed vehicle.

[0143] The storage medium described above may, for example, include a memory 520 of computer program instructions, which can be executed by the processor 510 of the electronic device to complete the vehicle stability control method provided by the embodiments of the present disclosure. Alternatively, the storage medium can be a non-transitory computer readable storage medium, for example, the non-transitory computer readable storage medium can be a Read-Only Memory (ROM), a Random Access Memory (RAM), an external cache memory, an optical disc read-only memory (Compact Disc ROM, CD-ROM), a magnetic tape, a floppy disk, a flash memory, and an optical data storage device, etc. As an illustration but not limitation, RAM is available in various forms, such as Static Random Access Memory (SRAM) and Dynamic Random Access Memory (DRAM), etc.

[0144] The present disclosure also provides a vehicle comprising an electronic device, which can implement the various processes and effects in the above embodiments of the present disclosure.

[0145] In some embodiments of the present disclosure, the electronic device can determine the yaw control torque based on the actual yaw rate when it is determined that the vehicle is in the towing state and the actual yaw rate of the vehicle is greater than the preset amplitude, and the yaw control torque is used for yaw control of the towed vehicle corresponding to the vehicle. The actual turning angle of the vehicle is obtained, and the towed vehicle is controlled based on the actual turning angle and the yaw control torque.

[0146] In some embodiments of the present disclosure, the electronic device can determine the yaw control torque based on the actual yaw rate when it is determined that the vehicle is in the towing state and the actual yaw rate of the vehicle is greater than the preset amplitude, and the yaw control torque is used for yaw control of the towed vehicle corresponding to the vehicle. The actual turning angle of the vehicle is obtained, and the towed vehicle is controlled based on the actual turning angle and the yaw control torque.

[0147] In some embodiments of the present disclosure, the method for determining whether the vehicle is in the towing state comprises: obtaining at least one information of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal of the vehicle; determining whether the vehicle is in the towing state based on at least one information of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal.

[0148] In some embodiments of the present disclosure, determining whether the vehicle is in the towing state based on at least one information of the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal comprises: obtaining the actual vehicle speed of the vehicle; when it is determined that the actual vehicle speed is greater than the preset vehicle speed threshold and the steering wheel angle change rate of the vehicle is greater than the preset angle change rate threshold, determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result; and / or; determining whether there is a towed vehicle based on the phase difference between the actual yaw rate and the ideal yaw rate to obtain a second result; and / or; determining whether there is a towed vehicle based on the maximum vehicle speed to obtain a third result; and / or; determining whether there is a towed vehicle based on the vehicle towing state signal to obtain a fourth result; determining whether the vehicle is in the towing state based on at least one of the first result, the second result, the third result and the fourth result.

[0149] In some embodiments of the present disclosure, before determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result, the method further comprises: obtaining the actual yaw rate signal; filtering the actual yaw rate signal to obtain a filtered actual yaw rate signal, wherein the filtering comprises low-pass filtering and band-pass filtering. The determining whether the towed vehicle exists based on the actual yaw rate to obtain a first result includes: determining whether the towed vehicle exists based on a target yaw rate corresponding to the actual yaw rate after filtering to obtain the first result.

[0150] In some embodiments of the present disclosure, the determining whether the towed vehicle exists based on the actual yaw rate to obtain a first result includes: detecting whether at least one target positive amplitude and at least one target negative amplitude exist in the actual yaw rate within a preset time, the target positive amplitude and the target negative amplitude being greater than a preset amplitude threshold; and determining the first result based on the existence of the target positive amplitude and the target negative amplitude.

[0151] In some embodiments of the present disclosure, the detecting whether at least one target positive amplitude and at least one target negative amplitude exist in the actual yaw rate within a preset time includes: stopping the detection operation when the actual yaw rate is equal to zero or a difference between the actual yaw rate and an ideal yaw rate is less than a preset difference threshold.

[0152] In some embodiments of the present disclosure, the determining the yaw control torque based on the actual yaw rate includes: determining a difference between an ideal yaw rate of the vehicle and the actual yaw rate; and calculating the yaw control torque based on the difference by using a proportional-integral-derivative control algorithm.

[0153] In some embodiments of the present disclosure, the actual steering angle includes an actual rear wheel steering angle; The yaw control of the towed vehicle based on the actual steering angle and the yaw control torque includes: determining a first torque corresponding to a rear wheel steering system based on the actual rear wheel steering angle; and determining a second torque allocated to a braking system based on the yaw control torque and the first torque, so that the braking system brakes based on the second torque to control the yaw of the towed vehicle.

[0154] The present disclosure also provides a computer program product, which includes a computer program or instructions, and when the computer program or instructions are executed by a processor, the vehicle stability control method provided by the embodiments of the present disclosure is implemented, and each process and effect in the above embodiments of the present disclosure can be achieved, which will not be repeated here.

[0155] The above is only a specific implementation of the present disclosure, which enables those skilled in the art to understand or implement the present disclosure. Various modifications of these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to these embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle stability control method characterized by, The method comprises the following steps: In a case where it is determined that the vehicle is in a towing state and an actual yaw rate corresponding to the vehicle is greater than a preset amplitude, a yaw control torque is determined based on the actual yaw rate, the yaw control torque being used for yaw control of a towed vehicle corresponding to the vehicle; An actual steering angle of the vehicle is obtained; The towed vehicle is subjected to yaw control based on the actual steering angle and the yaw control torque.

2. The method of claim 1, wherein, The method for determining whether a vehicle is in a towing state comprises the following steps: At least one information among a maximum vehicle speed, an actual yaw rate, an ideal yaw rate and a vehicle towing state signal of the vehicle is obtained; It is determined whether the vehicle is in a towing state based on the at least one information among the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal.

3. The method of claim 2, wherein, The step of determining whether the vehicle is in a towing state based on the at least one information among the maximum vehicle speed, the actual yaw rate, the ideal yaw rate and the vehicle towing state signal comprises the following steps: An actual vehicle speed of the vehicle is obtained; in a case where it is determined that the actual vehicle speed is greater than a preset vehicle speed threshold and a steering wheel angle change rate of the vehicle is greater than a preset angle change rate threshold, it is determined whether there is a towed vehicle based on the actual yaw rate, to obtain a first result; and / or; It is determined whether there is a towed vehicle based on a phase difference between the actual yaw rate and the ideal yaw rate, to obtain a second result; and / or; It is determined whether there is a towed vehicle based on the maximum vehicle speed, to obtain a third result; and / or; It is determined whether there is a towed vehicle based on the vehicle towing state signal, to obtain a fourth result; It is determined whether the vehicle is in a towing state based on at least one result among the first result, the second result, the third result and the fourth result.

4. The method of claim 3, wherein, Before the step of determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result, the method further comprises the following steps: An actual yaw rate signal is obtained; The actual yaw rate signal is subjected to filtering processing, to obtain a filtered actual yaw rate signal, wherein the filtering processing comprises low-pass filtering processing and band-pass filtering processing; The step of determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result comprises the following step: It is determined whether there is a towed vehicle based on a target yaw rate corresponding to the filtered actual yaw rate signal, to obtain the first result.

5. The method of claim 3, wherein, The step of determining whether there is a towed vehicle based on the actual yaw rate to obtain a first result comprises the following steps: In a preset time, it is detected whether there is at least one target positive amplitude and at least one target negative amplitude in the actual yaw rate, the target positive amplitude and the target negative amplitude being greater than a preset amplitude threshold; The first result is determined based on an existence condition of the target positive amplitude and the target negative amplitude.

6. The method of claim 5, wherein, The step of detecting whether there is at least one target positive amplitude and at least one target negative amplitude in the actual yaw rate in a preset time comprises the following steps: The detecting operation is stopped when the actual yaw rate is equal to zero or a difference between the actual yaw rate and the ideal yaw rate is less than a preset difference threshold.

7. The method of claim 1, wherein, The yaw control torque is determined based on the actual yaw rate, including: determining a difference between an ideal yaw rate of the vehicle and the actual yaw rate; based on the difference, performing a proportional-integral-derivative control algorithm for torque calculation to obtain the yaw control torque.

8. The method of claim 1, wherein, The actual turning angle includes an actual rear wheel turning angle; The yaw control of the towed vehicle based on the actual turning angle and the yaw control torque includes: determining a first torque corresponding to a rear wheel steering system based on the actual rear wheel turning angle; determining a second torque distributed to a brake system based on the yaw control torque and the first torque, so that the brake system brakes based on the second torque to control the yaw of the towed vehicle.

9. An electronic device, comprising: comprising: a processor; a memory for storing executable instructions; wherein the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the vehicle stability control method according to any one of claims 1-8.

10. A vehicle characterized by comprising: comprising the electronic device according to claim 9.

Images