Vehicle instability active compensation method based on angle module and related equipment

Abstract

The invention discloses a vehicle instability active compensation method based on an angle module and related equipment, and the method comprises the steps: responding to a received steering instruction for a target vehicle, and determining a target yaw velocity and a target slip angle for the target vehicle according to the steering instruction; driving data and tire force constraint conditions of the target vehicle are obtained, and the tire force increment of the target wheel end of the target vehicle is determined according to the target yaw velocity, the target slip angle, the driving data and the tire force constraint conditions; wherein the tire force constraint condition is determined according to an adhesion coefficient estimation value of a road surface where the target vehicle is located; and controlling a target wheel end of the target vehicle to steer, brake or / and drive according to the tire force increment so as to correct a driving route of the target vehicle.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle control, and particularly relates to a vehicle instability active compensation method based on an angle module, a vehicle instability active compensation device based on an angle module, an electronic device, and a computer-readable storage medium. BACKGROUND

[0002] The traditional chassis control system faces multiple challenges when driving on icy and snowy roads. First, the "actuator fragmentation" problem, existing systems such as ESC and TCS use time-sharing multiplexing actuators, leading to control conflicts and delays. For example, when the steering is insufficient in an icy and snowy curve, the brake system may simultaneously trigger the drive wheel torque interruption, exacerbating power loss, and cannot coordinate the combined effects of steering angle, braking force, and drive torque at the single wheel level. Second, the "strong nonlinear mismatch" problem of the low adhesion road dynamics model. The tire force on icy and snowy roads is highly nonlinear and saturated. The traditional MPC based on fixed friction ellipse constraints cannot adapt to the sudden adhesion coefficient on ice, leading to model prediction failure and control overshoot risk. Third, the "energy / hardware conflict" problem of deep integration of multiple actuators. When electric vehicles simultaneously perform steering, regenerative braking, and driving on icy and snowy roads, energy circulation conflicts and mechanism interference risks may occur. For example, the superposition of motor energy recovery braking and hydraulic braking pressure leads to wheel speed oscillation, and the competition between active return of steering motor and differential braking torque accelerates gear wear. SUMMARY

[0003] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application proposes a vehicle instability active compensation method based on an angle module and related devices.

[0004] In a first aspect, the embodiments of the present application provide a vehicle instability active compensation method based on an angle module, comprising:

[0005] In response to receiving a steering instruction for a target vehicle, determining a target yaw rate and a target side slip angle for the target vehicle according to the steering instruction;

[0006] Obtaining driving data of the target vehicle and tire force constraint conditions, and determining a tire force increment for a target wheel end of the target vehicle according to the target yaw rate, the target side slip angle, the driving data, and the tire force constraint conditions; wherein the tire force constraint conditions are determined according to an adhesion coefficient estimate value of the road where the target vehicle is located;

[0007] Controlling the target wheel end of the target vehicle to steer, brake, or / and drive according to the tire force increment, so as to correct the driving route of the target vehicle.

[0008] In some embodiments, the target wheel end of the target vehicle includes at least one of the left front wheel of the target vehicle, the right front wheel of the target vehicle, the left rear wheel of the target vehicle, and the right rear wheel of the target vehicle.

[0009] In some embodiments, determining the target yaw rate and the target side slip angle for the target vehicle according to the steering instruction comprises:

[0010] inputting the steering instruction into a pre-constructed vehicle reference model to obtain the target yaw rate and the target side slip angle for the target vehicle, wherein the vehicle reference model is constructed according to the whole vehicle parameters and the driving data of the target vehicle.

[0011] In some embodiments, obtaining the tire force constraint condition of the target vehicle comprises:

[0012] obtaining a wheel speed vibration signal of the target vehicle, and detecting a characteristic resonance peak of the wheel speed vibration signal;

[0013] calculating whether the offset of the characteristic resonance peak exceeds a preset threshold;

[0014] in response to the offset of the characteristic resonance peak exceeding the preset threshold, determining that the road surface where the target vehicle is located is an unstable road surface.

[0015] In some embodiments, the tire force constraint condition comprises a lateral maximum applicable force in the lateral direction and a longitudinal maximum applicable force in the longitudinal direction of the target wheel end of the target vehicle.

[0016] obtaining the tire force constraint condition of the target vehicle further comprises:

[0017] in response to determining that the road surface where the target vehicle is located is an unstable road surface, calculating the tire force constraint condition of the target vehicle on the unstable road surface by the following formula:

[0018]

[0019] wherein F x max is the lateral maximum applicable force in the lateral direction of the target wheel end of the target vehicle, F y max is the longitudinal maximum applicable force in the longitudinal direction of the target wheel end of the target vehicle, is an estimated value of the adhesion coefficient of the unstable road surface, F Z is the vertical load of the target wheel end of the target vehicle.

[0020] In some embodiments, the method further comprises:

[0021] obtaining a lateral acceleration of the target vehicle in the lateral direction;

[0022] predicting a lateral force of the target wheel end of the target vehicle in the lateral direction according to the lateral acceleration and the offset of the characteristic resonance peak;

[0023] predict a lateral acceleration in a lateral direction of a target wheel end of the target vehicle according to the lateral force;

[0024] calculate a difference between the predicted lateral acceleration and an actual lateral acceleration in the lateral direction of the target wheel end of the target vehicle;

[0025] determine an adhesion coefficient estimation value of the unstable road surface according to the difference.

[0026] In some embodiments, the target wheel end of the target vehicle is controlled according to the tire force increment, including:

[0027] determining an execution priority of the steering controller, the braking controller and the driving controller;

[0028] confirming a steering instruction of the steering controller, a braking instruction of the braking controller or a driving instruction of the driving controller for the target wheel end of the target vehicle according to the tire force increment and the execution priority;

[0029] generating a composite execution instruction according to the steering instruction, the braking instruction or the driving instruction;

[0030] controlling the target wheel end of the target vehicle according to the composite execution instruction.

[0031] In a second aspect, the embodiments of the present application provide a vehicle instability active compensation device based on an angle module, including:

[0032] a response module configured to determine a target yaw rate and a target side slip angle of the target vehicle according to a steering instruction in response to receiving the steering instruction for the target vehicle;

[0033] an acquisition module configured to acquire driving data of the target vehicle and tire force constraint conditions, and determine a tire force increment of a target wheel end of the target vehicle according to the target yaw rate, the target side slip angle, the driving data and the tire force constraint conditions; wherein the tire force constraint conditions are determined according to an adhesion coefficient estimation value of a road surface on which the target vehicle is located;

[0034] a correction module configured to control the target wheel end of the target vehicle to steer, brake or drive according to the tire force increment, so as to correct a driving route of the target vehicle.

[0035] In a third aspect, the embodiments of the present application provide an electronic device, including a processor and a memory, wherein the memory stores programs or instructions executable on the processor, and the programs or instructions are executed by the processor to implement the steps of the vehicle instability active compensation method based on the angle module according to the first aspect.

[0036] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, and the readable storage medium stores programs or instructions, and the programs or instructions are executed by a processor to implement the steps of the vehicle instability active compensation method based on the angle module according to the first aspect.

[0037] The technical scheme provided by the present application is responsive to receiving a steering instruction for a target vehicle, determining a target yaw rate and a target side slip angle for the target vehicle according to the steering instruction; then, obtaining driving data of the target vehicle and tire force constraint conditions, determining a tire force increment for a target wheel end of the target vehicle according to the target yaw rate, the target side slip angle, the driving data and the tire force constraint conditions; wherein the tire force constraint condition is determined according to an estimated value of the adhesion coefficient of the road where the target vehicle is located; finally, controlling the target wheel end of the target vehicle to steer, brake or / and drive according to the tire force increment, so as to correct the driving route of the target vehicle. The present application integrates the steering, braking and driving actuator instructions into the angle module to realize real-time fusion control at the wheel level, effectively solving the problems of actuator fragmentation, model nonlinear mismatch and multi-actuator energy / hardware conflict of the traditional chassis control system under low adhesion conditions such as ice and snow road. The present application can also respond to the vehicle instability state in milliseconds, dynamically adjust the tire force constraint condition by real-time estimation of the single-wheel adhesion coefficient, realize yaw-lateral coupling stability compensation through compound execution instructions, significantly improve the handling stability and safety of the vehicle under extreme working conditions, optimize the system energy consumption, avoid control conflicts and mechanism interference risks, and provide an innovative solution for active safety control of electric vehicles and traditional vehicles under complex road conditions.

[0038] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0039] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the appended drawings.

[0040] Figure 1 The angle module hardware topology provided by the embodiments of the present application is shown in the figure.

[0041] Figure 2 The flowchart of the vehicle instability active compensation method based on the angle module provided by the embodiments of the present application is shown in the figure.

[0042] Figure 3 The flowchart of the feature resonance peak extraction provided by the embodiments of the present application is shown in the figure.

[0043] Figure 4 The schematic diagram of the vehicle instability active compensation device based on the angle module provided by the embodiments of the present application is shown in the figure.

[0044] Figure 5 Figure 1 is a schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0045] Embodiments of the present application will be described in more detail with reference to the drawings. While certain embodiments of the present application will be shown and described in the drawings and the following detailed description, it should be understood that the present application can be embodied in various forms and should not be construed as being limited to the embodiments set forth in the description and drawings. Rather, these embodiments are provided as examples of the present application so that an appreciation of the present application can be gained. It will be appreciated that the drawings and the embodiments described herein are for illustrative purposes and are not intended to limit the scope of the present application.

[0046] It should be understood that the various steps of the method embodiments of the present application can be performed in different orders and / or in parallel. Furthermore, the method embodiments can include additional steps and / or omit performing the steps shown. The scope of the present application is not limited in this respect.

[0047] As described in the background section, existing vehicle dynamics control systems (e.g. ESC, TCS) employ time-division multiplexing actuator mechanism, leading to time-division processing of steering, braking, driving commands, which can cause cross-system communication delay (200-400ms) and control conflicts. For example, in an icy curve, when the steering power is insufficient, the ESC intervention to correct the trajectory can trigger the TCS to interrupt the driving torque at the same time, exacerbating the power loss. In addition, the traditional system cannot coordinate the combined effects of steering angle, braking force, and driving torque at the single-wheel level. For example, to compensate for the right slip, the existing architecture cannot achieve precise coordination due to time-division processing of commands, and needs to use left front wheel braking + right deflection steering operation.

[0048] The high nonlinearity and saturation of tire forces on icy road surfaces (friction coefficient μ is usually as low as 0.1-0.2) cause the traditional MPC to fail based on fixed friction ellipse constraints, and cannot adapt to sudden changes in adhesion coefficients on icy surfaces (e.g. μ on ice-water mixed road surfaces jumps between 0.05-0.3). If the local low-μ area is not identified, the yaw moment control command can exceed the feasible region of tire forces, causing secondary instability.

[0049] When electric vehicles perform steering, regenerative braking, and driving on icy road surfaces, the superposition of motor energy recovery braking and hydraulic braking pressure causes wheel speed oscillation (±15 rpm), and the active return of the steering motor competes with the differential braking torque to accelerate the gear wear (reducing the service life by 40%). Traditional control strategies do not consider the coordination of multiple actuators, leading to energy circulation conflicts and mechanism interference.

[0050] Therefore, the application provides a vehicle instability active compensation method based on an angle module and related equipment. The steering, braking and driving actuator instructions are integrated into the angle module to realize real-time fusion control at the wheel level, effectively solving the problems of actuator fragmentation, model nonlinear mismatch and multi-actuator energy / hardware conflict of the traditional chassis control system under low adhesion conditions such as ice and snow road surface. The application can respond to vehicle instability state in milliseconds, estimate the single wheel adhesion coefficient in real time, dynamically adjust the tire force constraint condition, realize yaw-lateral coupling stability compensation through composite execution instruction, significantly improve the control stability and safety of the vehicle under extreme working conditions, optimize the system energy consumption, avoid control conflict and mechanism interference risk, and provide an innovative solution for active safety control of electric vehicles and traditional vehicles under complex road conditions.

[0051] Hereinafter, the technical solutions of the application will be further described in detail through specific embodiments.

[0052] Reference Figure 1 The application provides a hardware topology schematic diagram of the angle module.

[0053] As Figure 1 shown, the central controller is located at the top of the system and serves as a global decision center, connected with four wheel-end angle modules through power supply / communication lines. The angle modules are distributed at the positions of four wheels (front left, front right, rear left and rear right), each module integrating a composite execution controller, a steering motor controller, an electronic brake caliper, a hub motor controller and a sensor cluster. The composite execution controller serves as a local control unit (i.e. angle module) and is directly connected with the steering, braking and driving actuators to realize real-time fusion of actuator instructions. The central controller and the angle module can adopt double-wire power supply / communication lines to simultaneously transmit power and control signals, ensuring real-time performance. The composite execution controller can directly control the steering motor controller, the electronic brake caliper and the hub motor controller through cold-resistant physical hard-wire connection, eliminating the delay caused by time division multiplexing. The sensor cluster (wheel speed / IMU / temperature sensor) is distributed near the wheel-end module, and the data can be uploaded to the central controller after preliminary processing by the composite execution controller.

[0054] In specific implementation, the central controller can be responsible for global strategy calculation, and the angle module can execute local control, forming a "centralized decision-distributed execution" mode. Each wheel-end angle module operates independently and supports single wheel level control (such as composite operation of left front wheel braking + right deflection steering). The communication mechanism can adopt CAN / FlexRay protocol to ensure millisecond-level synchronization of control instructions and sensor data.

[0055] The embodiment of the application realizes the integration of the actuators by hardware reconfiguration through the corner module, integrates the actuators into a single corner module, and realizes the integration of the actuators in the physical structure. This integration simplifies the layout of the vehicle chassis, and more importantly, provides a physical basis for the cooperation between the actuators, so that they can cooperate more efficiently in the same module, and creates conditions for subsequent local decision closed-loop control. At the control level, the embodiment of the application establishes a module-level decision closed loop. By equipping the wheel end with force sensors, wheel speed rings and other sensors, various state information of the wheel end can be obtained in real time. Based on these rich real-time data, the module can independently calculate the optimal composite control quantity. This process does not need to upload data to the central controller for unified processing, greatly reducing the data transmission and processing time. Compared with the traditional central control method, the response delay is compressed from >200ms to <20ms, realizing nearly real-time control response.

[0056] Reference Figure 2 A flowchart of a vehicle instability active compensation method based on a corner module provided by the embodiment of the application.

[0057] Step S201, in response to receiving a steering instruction for the target vehicle, determining a target yaw angular velocity and a target side slip angle of the target vehicle according to the steering instruction.

[0058] Specifically, when the steering instruction for the target vehicle is received, the target yaw angular velocity and the target side slip angle of the target vehicle are determined according to the instruction. The steering instruction reflects the adjustment intention of the driver or the automatic driving system for the driving direction of the vehicle. The target yaw angular velocity and the target side slip angle are important parameters for describing the steering characteristics of the vehicle. The target yaw angular velocity determines the speed of the vehicle rotating around the vertical axis, and the target side slip angle is related to the difference between the driving direction of the vehicle and the actual orientation of the wheel. Accurate determination of these two parameters provides a key target value for accurate control of the steering performance of the vehicle, and is the basis of the entire control process.

[0059] Step S202, obtaining driving data and tire force constraint conditions of the target vehicle, and determining a tire force increment of a target wheel end of the target vehicle according to the target yaw angular velocity, the target side slip angle, the driving data and the tire force constraint conditions; wherein the tire force constraint condition is determined according to the estimated value of the adhesion coefficient of the road surface where the target vehicle is located.

[0060] Specifically, driving data (such as vehicle speed, wheel speed, steering angle, etc.) of the target vehicle and tire force constraint conditions are obtained. The tire force constraint conditions are determined according to the estimated value of the adhesion coefficient of the road surface on which the target vehicle is located. Then, the tire force increment for the target wheel end of the target vehicle is determined according to the target yaw rate, the target side slip angle, the driving data, and the tire force constraint conditions. The driving data reflects the current operating state of the vehicle, and the tire force constraint conditions take into account the limitation of the road surface condition on the tire force. The maximum adhesion force that the tire can provide is different under different road surface adhesion coefficients, which directly affects the reasonable distribution of the tire force. By comprehensively considering these factors to determine the tire force increment, it can be ensured that, under the premise of meeting the road adhesion condition, the tire force is adjusted towards the direction of realizing the target yaw rate and the target side slip angle, thereby providing specific execution basis for vehicle steering, braking or driving control.

[0061] In step S203, the target wheel end of the target vehicle is controlled to steer, brake or / and drive according to the tire force increment, so as to correct the driving route of the target vehicle.

[0062] Specifically, the target wheel end of the target vehicle is controlled to steer, brake or / and drive according to the calculated tire force increment, so as to achieve the purpose of correcting the driving route of the target vehicle. The tire force increment clearly indicates the size and direction of the force that needs to be adjusted for each wheel end. By accurately controlling the steering, braking or driving action of the target wheel end, the driving state of the vehicle can be changed, so that the actual yaw rate and side slip angle of the vehicle gradually approach the target values, thereby realizing effective correction of the driving route of the vehicle, improving the stability and safety of the vehicle driving, and especially in complex road conditions (such as icy road surface), the vehicle can better follow the expected trajectory.

[0063] As an optional embodiment, the target wheel end of the target vehicle includes at least one of the left front wheel of the target vehicle, the right front wheel of the target vehicle, the left rear wheel of the target vehicle, and the right rear wheel of the target vehicle.

[0064] Specifically, the target wheel end is defined as at least one of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, which is highly reasonable. During driving, the state and force condition of each wheel end will affect the driving trajectory and stability of the vehicle. By considering at least one wheel end, the vehicle can be controlled according to specific driving conditions and requirements. In different driving scenarios, the control requirements of the vehicle may be different. For example, in simple straight-line driving fine-tuning, only a single wheel end may need to be controlled; while in complex curve driving or emergency obstacle avoidance, multiple wheel ends may need to be controlled simultaneously. The setting of this embodiment can flexibly adapt to various control requirements.

[0065] In combination with the tire force increment control target wheel end in step S203, due to the diversity of the selection of the target wheel end, more rich and fine control strategies can be formulated. For example, when the vehicle appears slight understeering, only the front wheels can be appropriately adjusted for steering or braking; and when the vehicle is in a high-speed cornering state, comprehensive control of the four wheel ends can be required to achieve more accurate route correction.

[0066] As an optional embodiment, determining the target yaw rate and the target side slip angle of the target vehicle according to the steering instruction comprises: inputting the steering instruction into a pre-constructed vehicle reference model to obtain the target yaw rate and the target side slip angle of the target vehicle; wherein the vehicle reference model is constructed according to the overall vehicle parameters and the driving data of the target vehicle.

[0067] Specifically, the overall vehicle parameters of the target vehicle cover a lot of key information, such as the mass of the vehicle, which will affect the size of the inertia of the vehicle, the greater the mass, the greater the force required to change the motion state of the vehicle; the wheelbase, i.e. the distance between the front and rear axles, has an important influence on the steering characteristics and stability of the vehicle; the center of mass position determines the weight transfer condition of the vehicle when steering, and then affects the distribution of tire adhesion. These parameters are the physical basis for constructing the vehicle reference model, and by accurately obtaining these parameters, the model can more realistically reflect the physical characteristics of the vehicle. The driving data includes vehicle speed, steering wheel angle, wheel speed and other information. Vehicle speed is an important indicator of vehicle motion state, and the steering response and stability of the vehicle are different at different speeds; the steering wheel angle directly reflects the steering intention of the driver; the wheel speed information can be used to analyze the driving state of the vehicle and the force condition of the tire. Including these driving data in the model construction can allow the model to dynamically adjust according to the actual running condition of the vehicle, improving the accuracy and adaptability of the model.

[0068] The steering instruction is usually transmitted to the vehicle control system in the form of an electronic signal, which represents the expectation of the driver or the automatic driving system for the steering of the vehicle. The steering instruction is input into the pre-constructed vehicle reference model, and the model will process it according to the internal mathematical relationship and logic. The vehicle reference model is based on vehicle dynamics, and through a series of complex calculations and algorithms, it converts the steering instruction into the target yaw rate and the target side slip angle. For example, the model will calculate the target yaw rate that the vehicle should achieve under the given steering instruction according to the steering geometry of the vehicle, the tire characteristics and the current speed, etc., to achieve smooth steering; at the same time, it will also calculate the target side slip angle to ensure that the contact state of the tire with the ground during steering is within a reasonable range, avoiding excessive slip or side slip.

[0069] As an optional embodiment, the tire force constraint condition of the target vehicle is obtained, including: obtaining a wheel speed vibration signal of the target vehicle, detecting a characteristic resonance peak of the wheel speed vibration signal; calculating whether a shift amount of the characteristic resonance peak exceeds a preset threshold; in response to the shift amount of the characteristic resonance peak exceeding the preset threshold, determining that the road surface where the target vehicle is located is an unstable road surface.

[0070] Specifically, the wheel speed vibration signal reflects the dynamic characteristics of the tire and the road surface interaction. Under different road conditions, the vibration mode of the tire will be different. For example, on a stable road surface (such as a dry asphalt road surface), the tire vibration is relatively regular, and the characteristic resonance peak of the vibration signal is at a relatively stable position; while on an unstable road surface (such as an icy road surface, a waterlogged road surface, etc.), the friction characteristics between the tire and the road surface change, which causes the change of the tire vibration mode, and further causes the shift of the characteristic resonance peak of the wheel speed vibration signal. By detecting the shift amount of the characteristic resonance peak and comparing it with the preset threshold, it can be determined whether the road surface is in an unstable state. When the shift amount exceeds the preset threshold, it means that the vibration characteristics of the tire have changed significantly, which is likely to be caused by the deterioration of the road condition, resulting in the unstable contact state between the tire and the road surface, thereby determining that the road surface where the target vehicle is located is an unstable road surface.

[0071] Further, the wheel speed vibration signal of the target vehicle can be collected in real time by using sensors (such as acceleration sensors) installed on the vehicle hub or nearby. These sensors can accurately perceive the vibration of the tire during rotation and convert the vibration signal into an electrical signal to transmit to the vehicle control system. The vehicle control system analyzes and processes the collected wheel speed vibration signal, converts the time domain signal into a frequency domain signal by using signal processing technology (such as Fourier transform), so as to detect the characteristic resonance peak in the signal. The characteristic resonance peak usually refers to the frequency component with a higher amplitude in the frequency domain, which reflects the main frequency characteristics of the tire vibration. The shift amount of the currently detected characteristic resonance peak and the characteristic resonance peak under normal road conditions is calculated. The calculated shift amount is compared with the preset threshold, and the preset threshold is determined according to a large number of experiments and actual road condition data, which is used to distinguish between stable road surfaces and unstable road surfaces. If the shift amount of the characteristic resonance peak exceeds the preset threshold, the vehicle control system determines that the road surface where the target vehicle is located is an unstable road surface, which provides a basis for subsequent tire force constraint condition setting and vehicle control strategy adjustment.

[0072] Reference Figure 3 The flowchart of the characteristic resonance peak extraction provided by the embodiments of the present application.

[0073] Step S301, original wheel speed vibration signal collection.

[0074] Specifically, a sensor (such as an acceleration sensor) installed near the wheel hub of the vehicle is used to collect the vibration signal generated by the tire during rotation in real time, which is the original wheel speed vibration signal. The signal is in the form of a time-domain waveform and contains rich vibration information generated by the interaction between the tire and the road surface.

[0075] Step S302, add a Hanning window.

[0076] Specifically, the Hanning window function is applied to the collected original wheel speed vibration signal. As a window function, the Hanning window can effectively reduce the spectral leakage phenomenon caused by signal truncation in subsequent spectral analysis. By adding a Hanning window, the signal is more smoothly transitioned at the truncated end, laying the foundation for accurate subsequent spectral analysis.

[0077] Step S303, signal sampling and FFT transformation.

[0078] Specifically, the signal after the Hanning window processing is sampled at 1024 points, and then the fast Fourier transform (FFT) algorithm is used to convert the time-domain signal to the frequency-domain signal. The efficiency of the FFT algorithm enables the signal spectrum to be quickly obtained, thereby clearly showing the distribution of different frequency components in the signal and the amplitude of each component.

[0079] Step S304, frequency band selection.

[0080] After obtaining the signal spectrum, a specific frequency band of 80-200Hz is selected from the entire frequency range. The selection of this frequency band is usually based on research and experience on the frequency range of tire vibration characteristics and slip resonance peaks. The embodiment of the present application focuses on the frequency range related to tire slip, removes the interference of other irrelevant frequency components, and makes the subsequent detection of the slip resonance peak more accurate and effective.

[0081] Step S305, detect the slip resonance peak (i.e., the characteristic resonance peak).

[0082] Specifically, in the extracted 80-200Hz frequency band, the peak point in the spectrum is found, and the frequency corresponding to this peak point is the frequency of the slip resonance peak. The slip resonance peak is a specific frequency component generated due to the slip phenomenon between the tire and the road surface. Detecting the slip resonance peak can be used to judge the contact state and slip condition of the tire and the road surface. For example, when the amplitude or frequency of the slip resonance peak changes significantly, it may mean that the road condition has changed (such as from dry road to wet and slippery road).

[0083] Optionally, whether the offset of the characteristic resonance peak exceeds the preset threshold is calculated by the following formula:

[0084] Δf peak =|f peak -fref |(f ref = 100 Hz, μ = 0.15

[0085] wherein Δf peak is the shift of the characteristic resonance peak, f peak is the characteristic resonance peak, f ref is a preset threshold, which is usually set as the characteristic resonance peak corresponding to the icy road surface, and the corresponding road adhesion coefficient is 0.15. When Δf peak > 40 Hz (i.e., μ < 0.1), it can be determined that the road surface where the target vehicle is located is an unstable road surface.

[0086] As an optional embodiment, the tire force constraint condition includes a lateral maximum applicable force in the lateral direction and a longitudinal maximum applicable force in the longitudinal direction of the target wheel end of the target vehicle; and the obtaining the tire force constraint condition of the target vehicle further includes: in response to determining that the road surface where the target vehicle is located is an unstable road surface, calculating the tire force constraint condition of the target vehicle on the unstable road surface by the following formula:

[0087]

[0088] wherein F x max is the lateral maximum applicable force in the lateral direction of the target wheel end of the target vehicle, F y max is the longitudinal maximum applicable force in the longitudinal direction of the target wheel end of the target vehicle, is an adhesion coefficient estimate of the unstable road surface, F Z is the vertical load of the target wheel end of the target vehicle.

[0089] Specifically, the embodiments of the present application aim to accurately calculate the lateral maximum applicable force in the tire force constraint condition when it is determined that the target vehicle is on an unstable road surface. The core is to use the adhesion coefficient estimate of the unstable road surface and the vertical load of the target wheel end to obtain the force constraint of the tire in the lateral and longitudinal directions through a specific formula, which provides a key basis for vehicle control.

[0090] wherein the lateral maximum applicable force is proportional to the adhesion coefficient estimate of the unstable road surface and the vertical load of the target wheel end. The adhesion coefficient reflects the adhesion ability between the road surface and the tire, and on the unstable road surface (such as icy, snowy, and waterlogged road surface), the value is usually small, meaning that the adhesion between the tire and the road surface is reduced. The vertical load F Z is the force in the vertical direction acting on the wheel end, which affects the contact pressure between the tire and the road surface. The maximum adhesion that the road surface can provide is When the vertical load F ZAt this time, according to the friction ellipse principle, the maximum longitudinal force F y max , to ensure that the combined force of the lateral force and the longitudinal force on the tire does not exceed the road adhesion, and to avoid tire slip.

[0091] As an optional embodiment, the method further comprises: obtaining the lateral acceleration of the target vehicle in the lateral direction; predicting the lateral force of the target wheel end of the target vehicle in the lateral direction according to the lateral acceleration and the shift amount of the characteristic resonance peak; predicting the lateral acceleration of the target wheel end of the target vehicle in the lateral direction according to the lateral force; calculating the difference between the predicted lateral acceleration and the actual lateral acceleration of the target wheel end of the target vehicle in the lateral direction; and determining the adhesion coefficient estimate value of the unstable road surface according to the difference.

[0092] Optionally, the adhesion coefficient estimate value of the unstable road surface can be determined by obtaining the lateral acceleration of the target vehicle, predicting the lateral force in combination with the shift amount of the characteristic resonance peak, predicting the lateral acceleration based on the lateral force, and finally determining the adhesion coefficient estimate value of the unstable road surface by the difference between the predicted acceleration and the actual acceleration, thereby providing a key parameter for the control of the vehicle on the unstable road surface.

[0093] Specifically, the acceleration sensors installed on the vehicle can be used to collect the lateral acceleration information of the target vehicle in real time. These sensors can accurately perceive the changes in the lateral motion of the vehicle during driving, and convert the physical acceleration into electrical signals for transmission to the vehicle control system. Further, the lateral force of the target wheel end of the target vehicle in the lateral direction is predicted by considering the lateral acceleration and the shift of the characteristic resonance peak of the wheel speed vibration signal. The shift of the characteristic resonance peak reflects the change in the vibration characteristics of the tire when interacting with the road surface, and is closely related to the adhesion state of the road surface. Combined with the lateral acceleration, the size of the lateral force can be predicted through certain algorithms and models (such as empirical models or theoretical models based on vehicle dynamics and tire mechanics). For example, in some models, the lateral force may have a certain functional relationship with the lateral acceleration and the shift of the characteristic resonance peak. Then, according to the predicted lateral force, the lateral acceleration of the target wheel end of the target vehicle in the lateral direction is predicted based on the vehicle dynamics model. The vehicle dynamics model takes into account the mass, moment of inertia, suspension system characteristics, and other factors of the vehicle, and through the lateral force as input, the expected acceleration of the vehicle in the lateral direction can be calculated. Further, the predicted lateral acceleration is compared with the actual measured lateral acceleration of the target wheel end of the target vehicle, and the difference between the two is calculated. The actual lateral acceleration is also collected in real time by the acceleration sensor, and this difference reflects the deviation between the prediction model and the actual situation. Finally, according to the calculated difference, the adhesion coefficient estimate of the unstable road surface is determined through a specific algorithm or mapping relationship. The size and direction of the difference can reflect the changes in the adhesion conditions of the road surface. For example, if the difference is large and shows a certain pattern, it may mean that the adhesion coefficient of the road surface is low, and through a pre-set algorithm, the difference can be converted into an adhesion coefficient estimate.

[0094] Alternatively, the adhesion coefficient estimate of the unstable road surface can be estimated by the following formula:

[0095]

[0096] wherein, is the adhesion coefficient estimate of the unstable road surface; K p is a proportionality coefficient, which plays a role in adjusting the influence of other factors on the adhesion coefficient estimate in the formula, and the size of the proportionality coefficient will be set according to specific vehicle characteristics, road conditions, and the algorithm used, etc.; Δf peak is the shift of the characteristic resonance peak, as mentioned in the previous content, by analyzing the shift of the characteristic resonance peak of the wheel speed vibration signal, it can be determined whether the road surface is unstable, and here the shift of the characteristic resonance peak is introduced into the adhesion coefficient estimation formula, because the shift of the characteristic resonance peak is related to the adhesion state of the road surface, when the adhesion conditions of the road surface deteriorate, the vibration characteristics of the tire will change, resulting in the shift of the characteristic resonance peak; vx V is the speed of the target vehicle in the longitudinal direction, which has an influence on the interaction between the tire and the road surface, and further influences the shift of the characteristic resonance peak. Dividing the shift of the characteristic resonance peak by the speed of the vehicle can eliminate the influence of the speed of the vehicle on the shift, so that the calculation result can more accurately reflect the change of the road surface adhesion state. i K is an integral coefficient, which is used to adjust the weight of the integral term in the entire formula; ∫(g)dt is an integral operation, which integrates the value in the parentheses over time; a y a is the actual acceleration of the target vehicle in the lateral direction; F y,model F is the lateral force predicted according to the model, which can be predicted by some theoretical model or empirical model in combination with the driving state, steering angle and other information of the vehicle in vehicle dynamics; m is the mass of the target vehicle, and dividing the predicted lateral force by the mass of the vehicle can obtain the predicted lateral acceleration; The difference between the actual lateral acceleration and the predicted lateral acceleration reflects the deviation between the model prediction and the actual situation, and the integral operation can comprehensively consider the change of the deviation over time, so as to adjust the adhesion coefficient estimate.

[0097] As an optional embodiment, the target wheel end steering, braking or / and driving of the target vehicle is controlled according to the tire force increment, including: determining the execution priority of the steering controller, the braking controller and the driving controller; confirming the steering instruction of the target wheel end steering controller, the braking instruction of the braking controller or / and the driving instruction of the driving controller of the target vehicle according to the tire force increment and the execution priority; generating a composite execution instruction according to the steering instruction, the braking instruction or / and the driving instruction; and controlling the target wheel end steering, braking or / and driving of the target vehicle according to the composite execution instruction.

[0098] Optionally, the embodiments of the present application are developed around the steering, braking or driving control of the target wheel end of the target vehicle according to the tire force increment, the core idea of which is to first determine the execution priority of the steering, braking and driving controllers, then determine the specific instruction in combination with the tire force increment, and finally generate a composite execution instruction to realize the accurate control of the wheel end of the vehicle, so as to improve the performance and safety of the vehicle under various working conditions.

[0099] Specifically, the execution priorities of the steering controller, the braking controller, and the driving controller are determined by comprehensively considering various factors. For example, in an emergency obstacle avoidance scenario, the priority of the braking controller can be increased to reduce the vehicle speed as soon as possible to avoid a collision; and when the vehicle needs to quickly turn to bypass an obstacle, the priority of the steering controller can be relatively high. At the same time, the current driving speed of the vehicle, the road surface condition (such as whether it is an unstable road surface), the operation intention of the driver, and the like also affect the setting of the priority. For example, when driving at a high speed, the coordinated control of braking and steering is more critical, and the priority order of the controllers can need to be adjusted.

[0100] Further, according to the tire force increment and the determined execution priority, a steering instruction, a braking instruction, or a driving instruction for the target wheel end of the target vehicle is confirmed. The tire force increment reflects the additional tire force currently required by the vehicle, and in combination with the execution priority, the power of steering, braking, and driving can be reasonably allocated. For example, if the tire force increment mainly reflects the lateral direction, and the priority of the steering controller is high, a corresponding steering instruction can be generated to adjust the steering angle to meet the lateral force requirement.

[0101] Further, the confirmed steering instruction, braking instruction, or driving instruction is integrated to generate a composite execution instruction. This composite instruction comprehensively considers the requirements of the vehicle in terms of steering, braking, and driving, ensuring that the controllers can work cooperatively. For example, when the vehicle is turning, the composite execution instruction can include a steering instruction to adjust the direction, and appropriate braking or driving instructions to adjust the speed, to ensure the stability and safety of the turning.

[0102] Finally, according to the generated composite execution instruction, the target wheel end of the target vehicle is controlled to perform steering, braking, or driving operations. By accurately executing the composite instruction, the vehicle can better adapt to different driving conditions, improving the handling performance and driving safety.

[0103] In this step, by reasonably determining the execution priority of the controller and generating the composite execution instruction, the vehicle can more accurately respond to various driving requirements, such as achieving more stable and flexible operation during turning, accelerating, decelerating, and the like, improving the driving experience of the driver and the handling performance of the vehicle. In complex conditions, such as unstable road surfaces and emergency obstacle avoidance, this embodiment can ensure the coordinated work of the steering, braking, and driving systems, timely adjust the vehicle state, avoid dangerous situations such as loss of control, and effectively enhance the driving safety of the vehicle. The execution order and instruction generation method of the controllers are clarified, promoting the coordinated work between the steering, braking, and driving systems, and improving the efficiency and reliability of the overall control system of the vehicle.

[0104] It should be noted that in the embodiments of the present application, the execution priority is preferably steering instruction → driving instruction → braking instruction.

[0105] Specifically, the execution priority is set as steering instruction → driving instruction → braking instruction, which is based on the comprehensive consideration of vehicle driving safety and handling performance.

[0106] Steering instruction priority: During the driving process of the vehicle, steering operation often plays a key role in avoiding danger and maintaining the driving trajectory. For example, when an obstacle suddenly appears in front of the vehicle, timely and accurate steering can make the vehicle avoid the obstacle and avoid collision accidents. Moreover, in terms of vehicle driving stability, steering control can adjust the driving direction of the vehicle, making the vehicle better adapt to road changes and the driver's intention. If the steering instruction cannot be executed in priority, it may lead to the vehicle unable to change direction in time, increasing the risk of accidents.

[0107] Driving instruction second: Driving instruction controls the acceleration and power output of the vehicle. On the basis of ensuring that the vehicle can travel in the intended direction (through steering control), reasonable driving control can make the vehicle maintain an appropriate speed. For example, when overtaking or climbing a slope, driving power needs to be increased to increase the vehicle speed; while on a downhill or encountering traffic congestion, driving power can be appropriately reduced. Timely execution of driving instruction helps the vehicle maintain good power performance under different working conditions, while also cooperating with steering control to achieve smoother driving.

[0108] Braking instruction last: Braking is mainly used to reduce the speed of the vehicle or make the vehicle stop. Although braking is very important in emergency situations, in the normal driving control logic, it is more critical to ensure the steering and power output of the vehicle. If the braking instruction is too prioritized, it may lead to the vehicle frequently decelerating in situations where emergency braking is not needed, affecting the smoothness and efficiency of driving. Moreover, during the steering process of the vehicle, excessive braking may disrupt the balance of the vehicle and cause dangerous situations such as side slipping.

[0109] The application provides a vehicle instability active compensation method based on an angle module.

[0110] It should be noted that the method of the embodiments of the application can be executed by a single device, such as a computer or a server. The method of the embodiments of the application can also be applied to a distributed scenario and completed by multiple devices in cooperation. In the distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the application, and the multiple devices can interact with each other to complete the above method.

[0111] It should be noted that some embodiments of the application are described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown or sequential order in order to achieve the desired results. In some implementations, multitasking and parallel processing can be advantageous.

[0112] According to the above-mentioned embodiments, the application further provides a vehicle instability active compensation device based on an angle module.

[0113] Reference Figure 4 A vehicle instability active compensation device based on an angle module provided by the embodiments of the application is shown in FIG. 1.

[0114] The active compensation device 400 for vehicle instability based on the corner module provided by the embodiment of the application comprises:

[0115] The response module 401 is configured to determine a target yaw rate and a target side slip angle of the target vehicle according to the steering instruction in response to receiving the steering instruction for the target vehicle.

[0116] The acquisition module 402 is configured to acquire driving data of the target vehicle and tire force constraint conditions, and determine a tire force increment of a target wheel end of the target vehicle according to the target yaw rate, the target side slip angle, the driving data and the tire force constraint conditions; wherein the tire force constraint conditions are determined according to an estimated value of an adhesion coefficient of a road surface on which the target vehicle is located.

[0117] The correction module 403 is configured to control steering, braking or / and driving of the target wheel end of the target vehicle according to the tire force increment, so as to correct a driving route of the target vehicle.

[0118] Optionally, the target wheel end of the target vehicle comprises at least one of a left front wheel of the target vehicle, a right front wheel of the target vehicle, a left rear wheel of the target vehicle and a right rear wheel of the target vehicle.

[0119] Optionally, the response module 401 is further configured to:

[0120] input the steering instruction into a pre-constructed vehicle reference model to obtain the target yaw rate and the target side slip angle of the target vehicle; wherein the vehicle reference model is constructed according to whole vehicle parameters and driving data of the target vehicle.

[0121] Optionally, the acquisition module 402 is further configured to:

[0122] acquire a wheel speed vibration signal of the target vehicle, and detect a characteristic resonance peak of the wheel speed vibration signal;

[0123] calculate whether an offset of the characteristic resonance peak exceeds a preset threshold value;

[0124] in response to the offset of the characteristic resonance peak exceeding the preset threshold value, determine that the road surface on which the target vehicle is located is an unstable road surface.

[0125] Optionally, the tire force constraint conditions comprise a maximum applicable force in a lateral direction and a maximum applicable force in a longitudinal direction of the target wheel end of the target vehicle.

[0126] The acquisition module 402 is further configured to:

[0127] in response to determining that the road surface on which the target vehicle is located is an unstable road surface, calculate the tire force constraint conditions of the target vehicle on the unstable road surface by the following formula:

[0128]

[0129] Fy is a lateral maximum applicable force of the target wheel end of the target vehicle in the lateral direction, x max Fy is a lateral maximum applicable force of the target wheel end of the target vehicle in the lateral direction, y max Fy is a lateral maximum applicable force of the target wheel end of the target vehicle in the lateral direction, Fy is a lateral maximum applicable force of the target wheel end of the target vehicle in the lateral direction, Z Fz is a vertical load of the target wheel end of the target vehicle.

[0130] Optionally, the obtaining module 402 is further configured to:

[0131] obtain a lateral acceleration of the target vehicle in the lateral direction;

[0132] predict a lateral force of the target wheel end of the target vehicle in the lateral direction according to the lateral acceleration and the shift of the characteristic resonance peak;

[0133] predict a lateral acceleration of the target wheel end of the target vehicle in the lateral direction according to the lateral force;

[0134] calculate a difference between the predicted lateral acceleration and an actual lateral acceleration of the target wheel end of the target vehicle in the lateral direction;

[0135] determine the attachment coefficient estimation value of the unstable road surface according to the difference.

[0136] Optionally, the correction module 403 is further configured to:

[0137] determine an execution priority of the steering controller, the brake controller and the drive controller;

[0138] confirm a steering instruction of the steering controller, a brake instruction of the brake controller or / and a drive instruction of the drive controller for the target wheel end of the target vehicle according to the tire force increment and the execution priority;

[0139] generate a composite execution instruction according to the steering instruction, the brake instruction or / and the drive instruction;

[0140] control the steering, the braking or / and the driving of the target wheel end of the target vehicle according to the composite execution instruction.

[0141] The application provides a vehicle instability active compensation device based on an angle module.

[0142] For the convenience of description, the above system is described in various modules in terms of functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware when the application is implemented.

[0143] The system of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described here.

[0144] Corresponding to the above embodiment, the application also provides an electronic device.

[0145] Reference Figure 5 A block diagram of an electronic device according to some embodiments of the application is shown, which shows a more specific hardware structure of an electronic device provided by the present embodiment. The device can include a processor 510, a memory 520, an input / output interface 530, a communication interface 540 and a bus 550. The processor 510, the memory 520, the input / output interface 530 and the communication interface 540 are connected to each other through the bus 550 for communication within the device.

[0146] The processor 510 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing relevant programs to implement the technical solutions provided by the embodiments of the present specification.

[0147] The memory 520 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 520 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the relevant program codes are stored in the memory 520 and called and executed by the processor 510.

[0148] The input / output interface 530 is configured to connect input / output modules to implement information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input devices can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output devices can include a display, a speaker, a vibrator, an indicator light, etc.

[0149] The communication interface 540 is configured to connect a communication module (not shown in the figure) to implement the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or through a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0150] The bus 550 includes a path for transmitting information between various components (such as the processor 510, the memory 520, the input / output interface 530, and the communication interface 540) of the device.

[0151] It should be noted that although the above device only shows the processor 510, the memory 520, the input / output interface 530, the communication interface 540, and the bus 550, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only include the components necessary to implement the solutions of the embodiments of the present specification, and does not have to include all the components shown in the figure.

[0152] The electronic device of the above embodiments is used to implement the corresponding method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0153] Based on the same inventive concept, the present application also provides a computer readable storage medium storing computer instructions for causing a computer to perform the method of any of the above embodiments.

[0154] The above computer readable storage medium can be any available medium or data storage device that can be accessed by a computer, including but not limited to a magnetic storage (e.g. floppy diskette, hard disk, magnetic tape, MO, etc.), an optical storage (e.g. CD, DVD, BD, HVD, etc.), and a semiconductor memory (e.g. ROM, EPROM, EEPROM, NAND FLASH, SSD, etc.).

[0155] The computer instructions stored in the storage medium of the above embodiments are for causing a computer to perform the method of any of the above exemplary method embodiments, and have the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0156] Furthermore, although the operations of the method of the present application are described in a particular order in the accompanying drawings, this does not require or imply that the operations must be performed in that particular order, or that all of the illustrated operations must be performed to achieve the desired results. On the contrary, the steps depicted in the flowcharts can be changed in execution order. Additionally or alternatively, some steps can be omitted, a plurality of steps can be combined into one step, and / or one step can be divided into a plurality of steps.

[0157] It should be understood that parts of the present application can be realized in hardware, software, firmware, or a combination thereof. In the above embodiments, a plurality of steps or methods can be realized in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if realized in hardware, and as in another embodiment, it can be realized by any one or a combination of the following technologies known in the art: discrete logic circuit with logic gates for implementing logic functions on data signals, application specific integrated circuit with appropriate combinational logic gates, programmable gate array (PGA), field programmable gate array (FPGA), etc.

[0158] It should be noted that the technical terms or scientific terms used in the embodiments of the present application should be understood as the common meanings understood by those skilled in the art in the field of the present application, unless otherwise defined. The terms "first", "second", and similar words used in the embodiments of the present application do not represent any order, number, or importance, but are only used to distinguish different components. The terms "including", "containing", and similar words mean that the elements or objects before the words cover the elements or objects listed after the words and their equivalents, and do not exclude other elements or objects. The terms "connected" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right", and the like are only used to represent relative positional relationships, and when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0159] Although the spirit and principles of the present application have been described with reference to several specific embodiments, it should be understood that the present application is not limited to the disclosed specific embodiments, and the division of aspects does not mean that the features in these aspects cannot be combined for benefit, but is only for the convenience of expression. The present application is intended to cover various modifications and equivalent arrangements included in the spirit and scope of the appended claims. The scope of the appended claims is the broadest interpretation, so as to include all such modifications and equivalent structures and functions.

Claims

1. A method for active compensation of vehicle instability based on corner modules, characterized in that, The method comprises: in response to receiving a steering instruction for a target vehicle, determining a target yaw rate and a target side slip angle for the target vehicle according to the steering instruction; obtaining driving data of the target vehicle and a tire force constraint condition, and determining a tire force increment for a target wheel end of the target vehicle according to the target yaw rate, the target side slip angle, the driving data and the tire force constraint condition; wherein the tire force constraint condition is determined according to an estimated value of an adhesion coefficient of a road surface on which the target vehicle is located; controlling steering, braking or / and driving of the target wheel end of the target vehicle according to the tire force increment, so as to correct a driving route of the target vehicle.

2. The corner module based active compensation method for vehicle instability according to claim 1, wherein, The target wheel end of the target vehicle comprises at least one of a front left wheel of the target vehicle, a front right wheel of the target vehicle, a rear left wheel of the target vehicle and a rear right wheel of the target vehicle.

3. The angle module based active compensation method for vehicle instability according to claim 2, wherein, The determining of the target yaw rate and the target side slip angle for the target vehicle according to the steering instruction comprises: inputting the steering instruction into a pre-constructed vehicle reference model to obtain the target yaw rate and the target side slip angle for the target vehicle; wherein the vehicle reference model is constructed according to whole vehicle parameters and driving data of the target vehicle.

4. The angle module based vehicle instability active compensation method of claim 3, wherein, The obtaining of the tire force constraint condition of the target vehicle comprises: obtaining a wheel speed vibration signal of the target vehicle, detecting a characteristic resonance peak of the wheel speed vibration signal; calculating whether an offset of the characteristic resonance peak exceeds a preset threshold value; in response to the offset of the characteristic resonance peak exceeding the preset threshold value, determining that the road surface on which the target vehicle is located is an unstable road surface.

5. The corner module based active compensation method for vehicle instability according to claim 4, wherein, The tire force constraint condition comprises a maximum applicable force in a lateral direction and a maximum applicable force in a longitudinal direction of the target wheel end of the target vehicle; The obtaining of the tire force constraint condition of the target vehicle further comprises: in response to determining that the road surface on which the target vehicle is located is an unstable road surface, calculating the tire force constraint condition of the target vehicle on the unstable road surface by the following formula: wherein F xmax is a lateral maximum applicable force in a lateral direction of a target wheel end of the target vehicle, F ymax is a longitudinal maximum applicable force in a longitudinal direction of the target wheel end of the target vehicle, is an adhesion coefficient estimate value of the unstable road surface, F Z is a vertical load of the target wheel end of the target vehicle.

6. The angle module based active compensation method for vehicle instability according to claim 5, wherein, The method further comprises: obtaining a lateral acceleration of the target vehicle in a lateral direction; predicting a lateral force of the target wheel end of the target vehicle in the lateral direction according to the lateral acceleration and the offset of the characteristic resonance peak; predicting a lateral acceleration of the target wheel end of the target vehicle in the lateral direction according to the lateral force; calculating a difference value between the predicted lateral acceleration and an actual lateral acceleration of the target wheel end of the target vehicle in the lateral direction; determining an estimated value of an adhesion coefficient of the unstable road surface according to the difference value.

7. The angle module based active compensation method for vehicle instability according to claim 6, wherein, The controlling of the steering, braking or / and driving of the target wheel end of the target vehicle according to the tire force increment comprises: determining an execution priority of a steering controller, a braking controller and a driving controller; confirming a steering instruction of the steering controller, a braking instruction of the braking controller or / and a driving instruction of the driving controller for the target wheel end of the target vehicle according to the tire force increment and the execution priority. generating a composite execution instruction according to the steering instruction, the braking instruction or / and the driving instruction; controlling target wheel end steering, braking or / and driving of the target vehicle according to the composite execution instruction.

8. A vehicle instability active compensation device based on a corner module, characterized by, comprising: a response module configured to determine a target yaw rate and a target side slip angle of the target vehicle according to the steering instruction in response to receiving a steering instruction for the target vehicle; an acquisition module configured to acquire driving data of the target vehicle and a tire force constraint condition, and determine a tire force increment of a target wheel end of the target vehicle according to the target yaw rate, the target side slip angle, the driving data and the tire force constraint condition, wherein the tire force constraint condition is determined according to an estimated value of an adhesion coefficient of a road surface on which the target vehicle is located; a correction module configured to control target wheel end steering, braking or / and driving of the target vehicle according to the tire force increment to correct a driving route of the target vehicle.

9. An electronic device, comprising: comprising: a processor and a memory, the memory storing programs or instructions executable on the processor, the programs or instructions being executed by the processor to implement steps of the vehicle instability active compensation method based on the angle module according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, programs or instructions are stored on the readable storage medium, the programs or instructions being executed by the processor to implement steps of the vehicle instability active compensation method based on the angle module according to any one of claims 1 to 7.

Images