Vehicle stability control method, device, controller and vehicle

Abstract

The application provides a vehicle stability control method, device, controller and vehicle. The method comprises the following steps: acquiring a center of mass side slip angle and a center of mass side slip angle change rate of a target vehicle; determining a current value of a vehicle body posture parameter of the target vehicle according to the center of mass side slip angle and the center of mass side slip angle change rate; if the current value of the vehicle body posture parameter is in a first preset range, executing a stability fine control mode: performing stability control on the target vehicle based on the current value of the vehicle body posture parameter and a target value of the vehicle body posture parameter; if the current value of the vehicle body posture parameter is in a second preset range, executing a stability normal control mode: performing stability control on the target vehicle based on a yaw correction moment. The application can not only control the instability speed of the vehicle body posture earlier in the stage of poor vehicle body posture response without losing the performance of the vehicle, but also achieve a more stable control state and improve the driving comfort after the vehicle enters the instability stage.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a vehicle stability control method, device, controller, and vehicle. Background Technology

[0002] With the improvement of vehicle performance, especially the development of technologies such as electric vehicles, vehicles are becoming increasingly powerful and responsive. However, coupled with increasing vehicle weight, they are more prone to instability under special road conditions. To ensure vehicle stability, vehicles are equipped with electronic stability control systems.

[0003] Currently, in existing related technologies, the vehicle electronic stability control system acquires the vehicle's center of gravity sideslip angle. When it determines that the center of gravity sideslip angle is greater than a certain preset limit, it starts to connect to vehicle control to achieve vehicle stability by reducing driving force or applying braking force.

[0004] However, the current preset limit is a pre-set value. When the preset limit is set too high, the electronic stability control system may intervene in vehicle control too late, making the vehicle prone to instability and posing a greater risk. When the preset limit is set too low, the electronic stability control system may intervene in vehicle control too early, resulting in limited vehicle performance and an uncomfortable driving experience. Summary of the Invention

[0005] In view of this, this application aims to provide a vehicle stability control method, device, controller and vehicle to solve the technical problem in the prior art where the vehicle electronic stability control system intervenes in vehicle control too late or too early, resulting in the vehicle being prone to instability or limited vehicle performance.

[0006] The first aspect of this application provides a vehicle stability control method, comprising: Obtain the sideslip angle and the rate of change of the sideslip angle of the target vehicle; The current values ​​of the vehicle body attitude parameters of the target vehicle are determined based on the sideslip angle and the rate of change of the sideslip angle. If the current value of the vehicle body posture parameter is within a first preset range, then a stability micro-adjustment mode is executed: the target vehicle is stabilized based on the current value of the vehicle body posture parameter and the target value of the vehicle body posture parameter; wherein the first preset range is the stage where the vehicle is in a state of deteriorating steering response but the vehicle is not unstable; If the current value of the vehicle body attitude parameter is within the second preset range, then the normal stability control mode is executed: the target vehicle is stabilized based on the yaw correction torque; wherein the second preset range is when the vehicle has reached or exceeded the stability boundary.

[0007] In one possible implementation of this application, the first preset range is that the current value of the vehicle body attitude parameter is greater than or equal to a preset lower limit of instability and less than a preset upper limit of instability; the second preset range is that the current value of the vehicle body attitude parameter is greater than or equal to a preset upper limit of instability.

[0008] In one possible implementation of this application, the target value of the vehicle body attitude parameter is obtained in the following manner: the theoretical time for the vehicle body attitude parameter of the target vehicle to change from the lower limit of instability to the upper limit of instability is obtained; the duration for which the current value of the vehicle body attitude parameter has been within a first preset range is obtained; and the target value of the vehicle body attitude parameter is determined based on the theoretical time, the duration for which it has been, the lower limit of instability and the upper limit of instability.

[0009] In one possible implementation of this application, determining the target value of the vehicle body attitude parameter based on the theoretical duration, the duration already sustained, the lower limit of instability, and the upper limit of instability includes: determining a time influence coefficient based on the theoretical duration and the duration already sustained; and calculating the target value of the vehicle body attitude parameter based on the time influence coefficient, the lower limit of instability, and the upper limit of instability.

[0010] In one possible implementation of this application, the calculation formula for calculating the target value of the vehicle body attitude parameter based on the time influence coefficient, the lower limit of instability, and the upper limit of instability is as follows: In the formula, The target values ​​for the vehicle body attitude parameters; This is the lower limit of instability. To take the smaller function; This is the time-related influence coefficient. This represents the upper limit of instability. This is the theoretical duration; The duration has been recorded.

[0011] In one possible implementation of this application, the step of performing stability control on the target vehicle based on the current value of the vehicle attitude parameters and the target value of the vehicle attitude parameters includes: determining a deviation value of the vehicle attitude parameters based on the target value of the vehicle attitude parameters and the current value of the vehicle attitude parameters; determining a torque intervention amount for the target vehicle based on the deviation value of the vehicle attitude parameters; and correcting the torque of the target vehicle based on the torque intervention amount to complete the stability control.

[0012] In one possible implementation of this application, the yaw correction torque of the target vehicle is obtained in the following manner: obtaining the ideal yaw torque and determining the ideal yaw rate based on the ideal yaw torque; obtaining the yaw rate of the vehicle; determining the yaw rate deviation value based on the yaw rate of the vehicle and the ideal yaw rate; determining the yaw rate acceleration deviation value corresponding to the yaw rate deviation value; and determining the yaw correction torque of the target vehicle based on the yaw rate deviation value and the yaw rate acceleration deviation value.

[0013] A second aspect of this application provides a vehicle stability control device, comprising: The acquisition module is used to acquire the sideslip angle and the rate of change of the sideslip angle of the target vehicle. The determination module is used to determine the current values ​​of the vehicle body attitude parameters of the target vehicle based on the center of gravity sideslip angle and the rate of change of the center of gravity sideslip angle. The first mode processing module is used to execute a stability micro-adjustment mode if the current value of the vehicle body posture parameter is within a first preset range: based on the current value of the vehicle body posture parameter and the target value of the vehicle body posture parameter, the target vehicle is stabilized; wherein the first preset range is the stage where the vehicle is in a state of deteriorating steering response but the vehicle is not unstable. The second mode processing module is used to execute a normal stability control mode if the current value of the vehicle body attitude parameter is within a second preset range: to perform stability control on the target vehicle based on the yaw correction torque; wherein the second preset range is when the vehicle has reached or exceeded the stability boundary.

[0014] A third aspect of this application provides a controller for a vehicle, including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform a vehicle stability control method of the first aspect and possible implementations thereof.

[0015] A fourth aspect of this application provides a vehicle, including: a controller for the vehicle, the controller being used to perform the vehicle stability control method of the first aspect and possible implementations thereof.

[0016] The vehicle stability control method, device, controller, and vehicle provided in this application involve acquiring the sideslip angle and the rate of change of the sideslip angle of the target vehicle, and determining the current values ​​of the vehicle attitude parameters based on these values. Two different control modes are switched based on the range of the current values ​​of the vehicle attitude parameters: In the stability micro-adjustment mode, the target values ​​of the vehicle attitude parameters are acquired, and the target vehicle is stabilized based on these target and current values. This allows for earlier control of the vehicle attitude instability speed without sacrificing vehicle performance during periods of deteriorating vehicle attitude response, achieved through torque micro-adjustment correction. In the stability normal control mode, the yaw correction torque of the target vehicle is acquired, and the vehicle is stabilized based on this torque. This enables more stable control after the vehicle enters the instability phase, improving driving comfort. This solves the problem in existing electronic stability control systems where intervention is too late or too early, leading to easy vehicle instability or performance limitations. Attached Figure Description To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this application, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A flowchart illustrating the vehicle stability control method provided in this application embodiment. Figure 1 .

[0018] Figure 2 A flowchart illustrating the vehicle stability control method provided in this application embodiment. Figure 2 .

[0019] Figure 3 This is a schematic diagram of the vehicle stability control device provided in an embodiment of this application.

[0020] Figure 4 This is a schematic diagram of the hardware structure of a controller for a vehicle provided in an embodiment of this application. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] With the advancement of vehicle technology, especially the development of electric vehicle technology, vehicle performance has improved significantly, making vehicles more prone to instability. To ensure vehicle stability, electronic stability control systems are installed.

[0023] Currently, electronic stability control systems mainly include ESP (Electronic Stability Program), ESC (Electronic Stability Control), or VCD (Vehicle Dynamics Control).

[0024] Currently, the core control strategy of various types of electronic stability control systems generally involves using a state observer to estimate the vehicle's sideslip angle based on its operating status. When the sideslip angle is too large, it is determined that the vehicle is about to become unstable, and intervention control measures are then taken to stabilize the vehicle. However, existing technologies are prone to problems such as intervening in vehicle control too late or too early. If the intervention is too late, the vehicle is highly susceptible to instability, posing a significant risk; if the intervention is too early, vehicle performance is limited, and the driving experience becomes uncomfortable.

[0025] To address the aforementioned technical problems, this application proposes the following technical concept: Based on the vehicle's sideslip angle and its rate of change, the current values ​​of the vehicle's body attitude parameters are obtained; the current values ​​of the body attitude parameters are then used to switch between a stability micro-adjustment mode and a normal stability control mode. Specifically, in the stability micro-adjustment mode, target values ​​of the body attitude parameters are obtained, and the torque of the target vehicle is controlled for stability based on these target values ​​and the current values ​​of the body attitude parameters. In the normal stability control mode, the yaw correction torque of the target vehicle is obtained, and stability control is performed based on this yaw correction torque. By switching between these two different control modes, the electronic stability control system can, in the early stages of deteriorating body attitude response, correct the loss of vehicle attitude earlier through torque micro-adjustment, achieving earlier control of the vehicle's instability speed without sacrificing vehicle performance; and after the vehicle enters the instability phase, it can achieve a more stable control state, improving driving comfort while reducing the risk of vehicle instability.

[0026] Exemplary methods Figure 1 A flowchart illustrating the vehicle stability control method provided in this application embodiment. Figure 1 The executing entity in this embodiment can be the controller of the vehicle's electronic stability control system, or any other type of controller on the vehicle; this application makes no limitations on this. Figure 1 As shown, the method includes: S101: Obtain the sideslip angle and the rate of change of the sideslip angle of the target vehicle.

[0027] In the embodiments of this application, the centroid sideslip angle refers to the angle between the vehicle's longitudinal axis and the direction of the vehicle's speed. Since these two parameters cannot be directly measured by sensors, they are usually approximated by the ratio of the vehicle's longitudinal speed to its lateral speed.

[0028] In the embodiments of this application, the longitudinal acceleration, lateral acceleration, and yaw rate of the vehicle are collected by the vehicle's inertial measurement unit. The longitudinal velocity of the vehicle is collected by the vehicle's wheel speed sensors.

[0029] Specifically, the calculation process for the target vehicle's center of gravity sideslip angle is as follows (steps Sa~Sc): Sa, obtain the lateral acceleration, longitudinal velocity, and yaw rate of the target vehicle.

[0030] Sb. The lateral velocity of the target vehicle is calculated based on its lateral acceleration, longitudinal velocity, and yaw rate.

[0031] The formula for calculating the lateral velocity of the target vehicle is as follows: (1) In the formula, Lateral velocity; This is the initial value for the lateral velocity (the default value is 0). It is lateral acceleration; Longitudinal velocity; This refers to the yaw rate; The time it takes for the target vehicle to enter lateral acceleration.

[0032] The derivation process of the above formula (1) is as follows: Based on the rigid body kinematics model, it can be seen that when a vehicle is in motion, its lateral acceleration, rate of change of lateral velocity, longitudinal velocity, and yaw rate satisfy the following relationship: (2) In the formula, It is lateral acceleration; This represents the rate of change of lateral velocity. Longitudinal velocity; ω represents the yaw rate.

[0033] Formula (2) can be transformed into formula (3): (3) By integrating the lateral velocity change rate of formula (3) over time, formula (1) can be obtained.

[0034] Sc, the ratio of longitudinal velocity to lateral velocity is determined as the centroid sideslip angle. The specific formula is shown in formula (4).

[0035] (4) In the formula, It is the centroid sideslip angle; Lateral velocity; This represents the longitudinal velocity.

[0036] Specifically, by adjusting the centroid sideslip angle of formula (4) By taking the derivative over time, we obtain the rate of change of the centroid sideslip angle. .

[0037] S102: Determine the current values ​​of the target vehicle's body attitude parameters based on the sideslip angle and the rate of change of the sideslip angle.

[0038] In some embodiments of this application, the current values ​​of the vehicle body attitude parameters are calculated using the following formula (5): c= (5) In the formula, c is the current value of the target vehicle's body attitude parameters; It is the centroid sideslip angle; This represents the rate of change of the centroid sideslip angle. These are weighting coefficients, which are related to vehicle speed and vehicle parameters, and are used to adjust... and The relative impact on vehicle stability.

[0039] S103: Determine the relationship between the current value of the target vehicle's body posture parameters and the first preset range and the second preset range.

[0040] Specifically, it determines whether the current values ​​of the vehicle body attitude parameters are within a first preset range or a second preset range. The first preset range is when the vehicle is in a stage where the steering response deteriorates but the vehicle is not unstable; the second preset range is when the vehicle has reached or exceeded the stability boundary.

[0041] The current value of the vehicle body attitude parameter being within the first preset range means that the current value of the vehicle body attitude parameter is greater than or equal to the preset lower limit of instability and less than the preset upper limit of instability.

[0042] Among them, the current value of the vehicle attitude parameter being within the second preset range means that the current value of the vehicle attitude parameter is greater than or equal to the preset instability upper limit value.

[0043] In some embodiments of this application, the values ​​of critical body attitude parameters for the handling of the target vehicle can be determined as the lower limit of instability through real vehicle test calibration. The critical body attitude parameters for the stability of the target vehicle are defined as the upper limit for instability. .

[0044] In some embodiments of this application, if detected If the vehicle is outside a first preset range where the electronic stability control system does not require intervention, then the vehicle is determined to be outside that range.

[0045] If detected ,and If so, it is determined that the vehicle is in the first preset range of a stage where the steering response deteriorates but the vehicle is not unstable.

[0046] If detected Then it is determined that the vehicle has reached or exceeded the second preset range of the stability boundary.

[0047] S104: If the current value of the vehicle body attitude parameters is within the first preset range, then execute the stability micro-adjustment mode: perform stability control on the target vehicle based on the current value of the vehicle body attitude parameters and the target value of the vehicle body attitude parameters.

[0048] In some embodiments of this application, the target value of the vehicle body attitude parameter is limited to being less than or equal to a preset instability upper limit value.

[0049] Specifically, the stability control of the target vehicle based on the target value and the current value of the vehicle attitude parameters can be achieved by: subtracting the target value of the vehicle attitude parameters from the current value of the vehicle attitude parameters to obtain the deviation value of the vehicle attitude parameters; obtaining the torque intervention amount for the target vehicle based on the deviation value of the vehicle attitude parameters; and correcting the torque of the target vehicle based on the torque intervention amount correction.

[0050] S105: If the current value of the vehicle body attitude parameter is within the second preset range, then execute the normal stability control mode: stabilize the target vehicle based on the yaw correction torque.

[0051] In some embodiments of this application, stabilizing the target vehicle based on the yaw correction torque can be achieved by: determining the ideal yaw rate based on the vehicle's ideal yaw rate; determining the yaw rate deviation and yaw acceleration deviation based on the vehicle's yaw rate and the ideal yaw rate; and performing PID calculations based on the yaw rate deviation and yaw acceleration deviation to obtain the target vehicle's yaw correction torque.

[0052] As described above, the vehicle stability control method provided in this application obtains the sideslip angle and the rate of change of the sideslip angle of the target vehicle, and determines the current value of the vehicle body attitude parameters based on the sideslip angle and the rate of change of the sideslip angle. It then switches between two different control modes based on the range of the current values ​​of the vehicle body attitude parameters: In the stability micro-adjustment mode, it obtains the target value of the vehicle body attitude parameters and performs stability control on the target vehicle based on the target value and the current value of the vehicle body attitude parameters. This allows the electronic stability control system to correct the vehicle body attitude deterioration earlier through torque micro-adjustment, thus controlling the vehicle body attitude instability speed earlier without sacrificing vehicle performance. In the stability normal control mode, it obtains the yaw correction torque of the target vehicle and performs stability control on the target vehicle based on the yaw correction torque. This enables a more stable control state after the vehicle enters the instability stage, improving driving comfort. This solves the problem in the prior art where the electronic stability control system intervenes in vehicle control too late or too early, leading to easy vehicle instability or limited vehicle performance.

[0053] Figure 2 A flowchart illustrating the vehicle stability control method provided in this application embodiment. Figure 2 Based on the above embodiments, this embodiment focuses on describing how to obtain the target value of the vehicle body attitude parameters in step S104, and how to perform stability control on the target vehicle based on the target value and the current value of the vehicle body attitude parameters. (Refer to...) Figure 2 The details are as follows: S201: The theoretical time required for the target vehicle's body attitude parameters to change from the lower limit of instability to the upper limit of instability.

[0054] S202: Obtain the duration for which the current value of the vehicle body attitude parameters has been within the first preset range.

[0055] In this embodiment, the vehicle body attitude parameters are determined by a preset lower limit value for instability. Change to the preset instability upper limit value Theoretical duration This is a fixed value set by the manufacturer when the vehicle leaves the factory.

[0056] In this embodiment, the duration during which the current value of the vehicle body attitude parameters has remained within the first preset range refers to the time elapsed after the target vehicle's vehicle body attitude parameters enter a state greater than or equal to the preset lower limit of instability and less than the preset upper limit of instability; that is, the control duration for entering the stability micro-adjustment mode, recorded as... .

[0057] S203: Determine the target values ​​of the vehicle body attitude parameters based on the theoretical duration, the duration already sustained, the lower limit of instability, and the upper limit of instability.

[0058] Specifically, step S203 includes: S2031~S2032.

[0059] S2031: Determine the time impact coefficient based on the theoretical duration and the duration already sustained.

[0060] The ratio of the theoretical duration to the theoretical duration (after taking the smaller of the theoretical duration and the actual duration) is determined as the time influence coefficient.

[0061] S2032: Calculate the target values ​​of the vehicle body attitude parameters based on the time influence coefficient, the lower limit of instability, and the upper limit of instability.

[0062] The calculation formula for the target values ​​of the vehicle body attitude parameters, based on the time influence coefficient, the preset lower limit of instability, and the preset upper limit of instability, is as follows: (6) In the formula, The target values ​​for the vehicle body attitude parameters; This is the preset lower limit value for instability; To take the smaller function; This is the time-related influence coefficient. This is the preset upper limit for instability; This is the theoretical duration; The duration has been recorded.

[0063] S204: Determine the deviation value of the vehicle attitude parameters based on the target value and the current value of the vehicle attitude parameters.

[0064] Specifically, the deviation value of the vehicle attitude parameters is obtained by subtracting the target value of the vehicle attitude parameters from the current value of the vehicle attitude parameters.

[0065] The formula for calculating the deviation value of the vehicle body attitude parameters is as follows: - (7) In the formula, This represents the deviation value of the vehicle body attitude parameters; Here are the current values ​​of the vehicle body attitude parameters, where It is the centroid sideslip angle; This represents the rate of change of the centroid sideslip angle. For the weighting coefficients, ; The target values ​​for the vehicle body attitude parameters.

[0066] S205: Determine the amount of torque intervention on the target vehicle based on the deviation value of the vehicle body posture parameters.

[0067] Specifically, a proportional-integral algorithm is used to calculate the torque intervention amount on the target vehicle based on the deviation value of the vehicle body attitude parameters.

[0068] The formula for calculating the torque intervention amount of the target vehicle is as follows: (8) In the formula, The torque intervention amount for the target vehicle; This is the proportionality coefficient; The integral coefficient; This represents the deviation value of the vehicle body attitude parameters; This is the duration that has been sustained; The time during which the current value of the vehicle body attitude parameters is greater than or equal to the preset lower limit of instability.

[0069] In this embodiment, the proportional coefficient and integral coefficient can be set according to different road surfaces where the target vehicle is located, as shown below: In the formula, The road surface adhesion coefficient; This is the conversion function corresponding to the proportional coefficient; This is the transformation function corresponding to the integral coefficients.

[0070] S206: Based on the torque intervention amount, correct the torque of the target vehicle to achieve stability control.

[0071] Specifically, the required torque of the target vehicle under the current state is obtained; the required torque is subtracted from the torque intervention amount to obtain the control torque; the target vehicle is controlled to output the control torque to complete the stability control.

[0072] In the embodiments of this application, the torque corresponding to the torque reduction intervention amount of the target vehicle can be controlled to obtain the control torque. The control methods for reducing the torque of the target vehicle include, but are not limited to: reducing the driving torque of the vehicle's engine and / or applying braking force to the vehicle.

[0073] As described above, by determining the torque intervention amount for the target vehicle through the deviation value of the vehicle body attitude parameters, and by correcting the torque of the target vehicle based on the torque intervention amount, precise and stable control of the target vehicle can be achieved, preventing the vehicle from rapidly entering the instability boundary.

[0074] Meanwhile, based on the theoretical time for the vehicle body attitude parameters to change from the lower limit to the upper limit of instability, the duration of the change within the first preset range, and the lower and upper limits of instability, the target values ​​of the vehicle body attitude parameters are calculated, which fall within the range of the lower and upper limits of instability, thus ensuring the rationality of the target values ​​of the vehicle body attitude parameters.

[0075] In one embodiment of this application, the step S105 above, which involves obtaining the yaw correction torque of the target vehicle, specifically includes steps S1051 to S1054.

[0076] S1051: Obtain the ideal yaw moment and determine the ideal yaw angular velocity based on the ideal yaw moment.

[0077] S1052: Obtain the vehicle's yaw rate.

[0078] S1053: Determine the yaw rate deviation value based on the vehicle's yaw rate and the ideal yaw rate, and determine the corresponding yaw acceleration deviation value.

[0079] S1054: Determine the yaw correction torque of the target vehicle based on the yaw rate deviation and yaw acceleration deviation.

[0080] In the embodiments of this application, the yaw moment balance equations for constructing a linear two-degree-of-freedom model are as follows: (9) In the formula, The moment of inertia of the vehicle about the z-axis (perpendicular to the ground) (a parameter set by the vehicle at the factory). For the ideal yaw acceleration, by considering the ideal yaw velocity The derivative obtained over time reflects the rate of change of the yaw rate under ideal conditions. The ideal yaw moment reflects the theoretically required yaw moment for a vehicle to travel stably.

[0081] Based on the above formula (9), the ideal yaw rate is derived. .

[0082] Based on the vehicle's yaw rate With ideal yaw rate Calculate the yaw rate deviation value .

[0083] in The calculation formula is as follows: (10) In the formula, This represents the deviation value of the angular velocity. The yaw rate of the vehicle; The ideal yaw rate.

[0084] Yaw rate of the vehicle The yaw acceleration is obtained by taking the time derivative. .

[0085] Based on the vehicle's yaw acceleration With ideal yaw acceleration Calculate the yaw rate deviation value .

[0086] in The calculation formula is as follows: (11) In the formula, This represents the deviation value of the yaw angle acceleration. The yaw acceleration of the vehicle; The acceleration is the ideal yaw angle.

[0087] Based on the yaw rate deviation value and yaw rate deviation value PID calculations are performed to obtain the yaw correction torque of the target vehicle. .

[0088] The formula for calculating the yaw correction moment is as follows: = + + (12) In the formula, For yaw correction torque; This is the coefficient for the proportional term; The coefficient of the integral term; is the coefficient of the differential term.

[0089] As described above, the ideal yaw rate is determined by the ideal yaw moment of the vehicle; the yaw rate deviation and yaw acceleration deviation are determined based on the vehicle's yaw rate and the ideal yaw rate; and the calculated yaw correction moment is more accurate based on the yaw rate deviation and yaw acceleration deviation, enabling rapid and smooth stabilization control of vehicles in an unstable state and avoiding the risk of vehicle instability.

[0090] Figure 3 This is a schematic diagram of the vehicle stability control device provided in an embodiment of this application. Figure 3As shown, the vehicle stability control device 30 includes: an acquisition module 301, a determination module 302, a first mode processing module 303, and a second mode processing module 304.

[0091] The acquisition module 301 is used to acquire the sideslip angle and the rate of change of the sideslip angle of the target vehicle. The determining module 302 is used to determine the current values ​​of the vehicle body attitude parameters of the target vehicle based on the center of gravity sideslip angle and the rate of change of the center of gravity sideslip angle; The first mode processing module 303 is used to execute a stability micro-adjustment mode if the current value of the vehicle body posture parameter is within a first preset range: based on the current value of the vehicle body posture parameter and the target value of the vehicle body posture parameter, the target vehicle is stabilized; wherein the first preset range is the stage where the vehicle is in a state of deteriorating steering response but the vehicle is not unstable. The second mode processing module 304 is used to execute a normal stability control mode if the current value of the vehicle body attitude parameter is within a second preset range: to perform stability control on the target vehicle based on the yaw correction torque; wherein the second preset range is when the vehicle has reached or exceeded the stability boundary.

[0092] In one or more embodiments of this application, the first mode processing module 303 is further specifically used to: obtain the theoretical duration for the body posture parameters of the target vehicle to change from the lower limit of instability to the upper limit of instability; obtain the duration for which the current value of the body posture parameters has been within a first preset range; and determine the target value of the body posture parameters based on the theoretical duration, the duration, the lower limit of instability, and the upper limit of instability.

[0093] In one or more embodiments of this application, the first mode processing module 303 is further specifically used to: determine the time influence coefficient based on the theoretical duration and the duration already sustained; and calculate the target value of the vehicle body attitude parameter based on the time influence coefficient, the lower limit of instability, and the upper limit of instability.

[0094] In one or more embodiments of this application, the first mode processing module 303 is further specifically configured to: determine the deviation value of the vehicle posture parameters based on the target value of the vehicle posture parameters and the current value of the vehicle posture parameters; determine the torque intervention amount for the target vehicle based on the deviation value of the vehicle posture parameters; and correct the torque of the target vehicle based on the torque intervention amount to complete stability control.

[0095] In one or more embodiments of this application, the second mode processing module 304 is further specifically configured to: obtain an ideal yaw moment and determine an ideal yaw rate based on the ideal yaw moment; obtain the yaw rate of the vehicle; determine a yaw rate deviation value based on the yaw rate of the vehicle and the ideal yaw rate; determine a yaw rate acceleration deviation value corresponding to the yaw rate deviation value; and determine the yaw correction moment of the target vehicle based on the yaw rate deviation value and the yaw rate acceleration deviation value.

[0096] The apparatus provided in this application embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0097] Figure 4 This is a schematic diagram of the hardware structure of a controller for a vehicle provided in an embodiment of this application. Figure 4 As shown, the controller 40 in this embodiment specifically includes a processor 401 and a memory 402.

[0098] The memory 402 stores computer-executed instructions; the processor 401 executes the computer-executed instructions stored in the memory to implement the various steps performed by the controller in the above embodiments. For details, please refer to the relevant descriptions in the foregoing method embodiments.

[0099] Alternatively, the memory 402 can be either standalone or integrated with the processor 401.

[0100] When the memory 402 is set up independently, the controller also includes a bus 403 for connecting the memory 402 and the processor 401.

[0101] This application also provides a vehicle, which includes: a controller for the vehicle as described in the above embodiments; the controller is used to execute the vehicle stability control method described above.

[0102] This application also provides a computer storage medium storing computer execution instructions. When the processor executes the computer execution instructions, the above-described vehicle stability control method is implemented.

[0103] This application also provides a computer program product, including a computer program, which, when executed by a processor, implements the above-described vehicle stability control method.

[0104] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0105] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.

[0106] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0107] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0108] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.

[0109] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.

[0110] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0111] The aforementioned storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0112] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.

[0113] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0114] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle stability control method, characterized in that, include: Obtain the sideslip angle and the rate of change of the sideslip angle of the target vehicle; The current values ​​of the vehicle body attitude parameters of the target vehicle are determined based on the sideslip angle and the rate of change of the sideslip angle. If the current value of the vehicle body posture parameter is within a first preset range, then a stability micro-adjustment mode is executed: the target vehicle is stabilized based on the current value of the vehicle body posture parameter and the target value of the vehicle body posture parameter; wherein the first preset range is the stage where the vehicle is in a state of deteriorating steering response but the vehicle is not unstable; If the current value of the vehicle body attitude parameter is within the second preset range, then the normal stability control mode is executed: the target vehicle is stabilized based on the yaw correction torque; wherein the second preset range is when the vehicle has reached or exceeded the stability boundary; The target values ​​of the vehicle body attitude parameters are obtained in the following manner: The theoretical time taken for the target vehicle's body attitude parameters to change from a preset lower instability limit to a preset upper instability limit; The duration for which the current value of the vehicle body attitude parameter has been within a first preset range; The target values ​​of the vehicle body attitude parameters are determined based on the theoretical duration, the duration already sustained, the lower limit of instability, and the upper limit of instability.

2. The method according to claim 1, characterized in that, The first preset range is when the current value of the vehicle body attitude parameter is greater than or equal to a preset lower limit of instability and less than a preset upper limit of instability; the second preset range is when the current value of the vehicle body attitude parameter is greater than or equal to a preset upper limit of instability.

3. The method according to claim 1, characterized in that, The step of determining the target values ​​of the vehicle body attitude parameters based on the theoretical duration, the already sustained duration, the lower limit of instability, and the upper limit of instability includes: The time impact coefficient is determined based on the theoretical duration and the duration already sustained. Based on the time influence coefficient, the lower limit of instability, and the upper limit of instability, the target values ​​of the vehicle body attitude parameters are calculated.

4. The method according to claim 3, characterized in that, The calculation formula for calculating the target value of the vehicle body attitude parameter based on the time influence coefficient, the lower limit of instability, and the upper limit of instability is as follows: In the formula, The target values ​​for the vehicle body attitude parameters; This is the lower limit of instability. To take the smaller function; This is the time-related influence coefficient. This represents the upper limit of instability. This is the theoretical duration; The duration has been recorded.

5. The method according to claim 1, characterized in that, The stabilization control of the target vehicle based on the current value of the vehicle attitude parameters and the target value of the vehicle attitude parameters includes: Based on the target value of the vehicle attitude parameter and the current value of the vehicle attitude parameter, determine the deviation value of the vehicle attitude parameter; Based on the deviation values ​​of the vehicle body posture parameters, the torque intervention amount for the target vehicle is determined; Based on the torque intervention amount, the torque of the target vehicle is corrected to achieve stable control.

6. The method according to any one of claims 1 to 5, characterized in that, The yaw correction torque of the target vehicle is obtained in the following way: Obtain the ideal yaw moment, and determine the ideal yaw angular velocity based on the ideal yaw moment; Obtain the vehicle's yaw rate; The yaw rate deviation value is determined based on the yaw rate of the vehicle and the ideal yaw rate. Determine the yaw rate deviation value corresponding to the yaw rate deviation value; The yaw correction torque of the target vehicle is determined based on the yaw rate deviation value and the yaw acceleration deviation value.

7. A vehicle stability control device, characterized in that, include: The acquisition module is used to acquire the sideslip angle and the rate of change of the sideslip angle of the target vehicle. The determination module is used to determine the current values ​​of the vehicle body attitude parameters of the target vehicle based on the center of gravity sideslip angle and the rate of change of the center of gravity sideslip angle. The first mode processing module is used to execute a stability micro-adjustment mode if the current value of the vehicle body posture parameter is within a first preset range: to perform stability control on the target vehicle based on the current value of the vehicle body posture parameter and the target value of the vehicle body posture parameter; wherein the first preset range is the stage where the vehicle is in a state of deteriorating steering response but the vehicle is not unstable. The second mode processing module is used to execute a normal stability control mode if the current value of the vehicle body attitude parameter is within a second preset range: to perform stability control on the target vehicle based on the yaw correction torque; wherein the second preset range is when the vehicle has reached or exceeded the stability boundary; The first mode processing module is further configured to: The theoretical time taken for the target vehicle's body attitude parameters to change from a preset lower instability limit to a preset upper instability limit; The duration for which the current value of the vehicle body attitude parameter has been within a first preset range; The target values ​​of the vehicle body attitude parameters are determined based on the theoretical duration, the duration already sustained, the lower limit of instability, and the upper limit of instability.

8. A controller for a vehicle, characterized in that, include: At least one processor; The system also includes a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform the vehicle stability control method according to any one of claims 1 to 6.

9. A vehicle, characterized in that, include: The controller for a vehicle as described in claim 8.

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