Commercial vehicle steer-by-wire stability coordination control method, system and equipment and medium

Abstract

The invention provides a commercial vehicle steer-by-wire stability coordination control method, system and device and a medium, and belongs to the technical field of vehicle steer-by-wire chassis. The method comprises the following steps: estimating a vehicle side slip angle, a roll angle and a tire load in real time by acquiring a steering wheel angle, a vehicle speed, a yaw velocity and a lateral acceleration signal; load grades are divided according to tire loads, and a basic assistance, roll intervention or instability correction control mode is activated in real time in combination with a side slip angle and a roll angle; and according to different modes, adopting corresponding control mapping relations to generate a stability compensation rotation angle, fusing the stability compensation rotation angle with a rotation angle expected by a driver, and outputting the fused rotation angle to a steering execution motor. According to the method, the self-adaptive adjustment of the control parameters on the load and the working condition is realized, and the control stability and the rollover resistance of the commercial vehicle under the variable load and complex driving conditions are effectively improved through a multi-mode decision and composite compensation mechanism.

Description

Technical Field

[0001] This invention belongs to the field of vehicle steer-by-wire chassis technology, and more specifically relates to a method, system, device and medium for coordinated control of steer-by-wire stability of commercial vehicles. Background Technology

[0002] With the deepening transformation of commercial vehicles towards intelligence and electrification, steer-by-wire systems, by eliminating traditional mechanical connections, provide an important foundation for vehicle layout and the realization of autonomous driving functions. However, commercial vehicles are characterized by their large mass, high center of gravity, and wide range of load variations. Their steer-by-wire systems face severe challenges in handling stability under complex driving conditions, placing higher demands on the adaptability and robustness of control strategies.

[0003] Currently, common solutions for vehicle stability control mostly employ controllers based on fixed parameters, such as PID control and linear quadratic regulators (LQR). These methods can achieve good results under specific loads or driving conditions, but in actual commercial vehicle operation, load distribution, vehicle speed, and road conditions often change significantly and frequently. Fixed-parameter controllers struggle to maintain optimal performance across the entire operating range, easily leading to control response lag or overshoot under extreme conditions. This fails to effectively suppress the risk of vehicle rollover or fishtailing, impacting driving safety.

[0004] While some distributed chassis coordination control methods exist in existing technologies, focusing on task allocation among actuators at the vehicle level, they still lack in-depth optimization of how to make real-time, adaptive stability decisions and compensations within the steer-by-wire system. For example, existing angle correction and cooperative control methods mostly focus on eliminating mechanism backlash or maintaining handling consistency, without fundamentally solving the problem of autonomous adaptation and stability compensation under drastic load and operating conditions. Summary of the Invention

[0005] To address the above problems, the present invention aims to provide a method, system, device, and medium for coordinated control of steer-by-wire stability in commercial vehicles. By using a mode decision mechanism based on real-time estimated sideslip angle, roll angle, and adaptive dynamic thresholds of load, different stability control modes are intelligently activated to achieve precise, rapid, and adaptive intervention for different instability risks in commercial vehicles, significantly improving handling stability and active safety under all operating conditions.

[0006] To achieve the above objectives, the present invention employs the following technical solution: In a first aspect, embodiments of this application provide a method for coordinated control of steer-by-wire stability in commercial vehicles, including: Acquire steering wheel angle, vehicle speed, yaw rate, and lateral acceleration signals; Based on the acquired signals, the key stability parameters of the vehicle are estimated in real time using an embedded algorithm; the key stability parameters include the center of gravity sideslip angle, roll angle, and tire load. The vehicle load state level is determined based on the tire load, and the vehicle stability control mode is determined and activated based on the center of gravity sideslip angle and roll angle; the stability control mode includes basic assist mode, roll intervention mode and instability correction mode; Based on the activated stability control mode, a stability compensation angle is generated using the pre-stored control mapping relationship; The stability compensation angle is fused with the driver's desired angle to obtain the final steering angle, and a control command is generated and sent to the steering actuator motor.

[0007] In an optional implementation, acquiring the steering wheel angle, vehicle speed, yaw rate, and lateral acceleration signals includes: The driver's desired steering angle is obtained through the steering wheel angle sensor. ; Vehicle speed signal is obtained via vehicle bus. ; Yaw rate is obtained through inertial measurement unit. and lateral acceleration ; The current suspension height is obtained through suspension height sensors installed on the wheels. .

[0008] In an optional implementation, the real-time estimation of key stability state parameters of the vehicle based on the acquired signals using an embedded algorithm includes: Using an extended Kalman filter algorithm or a sliding mode observer based on a vehicle dynamics model, based on the yaw rate... and lateral acceleration Real-time estimation of the vehicle's center of gravity sideslip angle ; Lateral acceleration, pitch rate, and roll rate are acquired using an inertial measurement unit, and the vehicle's roll angle relative to the ground is estimated using a sensor fusion algorithm. ; Through formula Calculate the current suspension height and the reference height. The difference; Find by querying the pre-stored stiffness characteristic curve The spring force generated by the corresponding suspension deformation ; Through formula Calculate the tire load ;in, , The damping force generated by the suspension's movement speed. Here, c is the static load, c is the damping coefficient, and V is the rate of change of suspension travel.

[0009] In an optional implementation, determining the vehicle load condition level based on tire load includes: Obtain the vehicle's rated load and calculate the percentage of tire load relative to the rated load; If the tire load is 0% to 25% of the rated load, the vehicle load condition level is unloaded; if the tire load is 25% to 75% of the rated load, the vehicle load condition level is half-loaded; if the tire load is 75% to 100% of the rated load, the vehicle load condition level is fully loaded.

[0010] In an optional implementation, determining and activating the vehicle's stability control mode based on the sideslip angle and roll angle includes: Determine the risk thresholds for the center of gravity sideslip angle and the sideslip angle based on the vehicle load condition level; When the vehicle load condition level is unloaded, the roll angle risk threshold is... =4.5°, centroid sideslip angle risk threshold =2.5°; When the vehicle load condition level is half load, the roll angle risk threshold =5.5°, centroid sideslip angle risk threshold =3.5°; When the vehicle load condition level is full load, the roll angle risk threshold =6.5°, centroid sideslip angle risk threshold =4.5°; like If the vehicle is deemed to be at high risk of rollover, the rollover intervention mode will be activated. like ,and If so, the vehicle is determined to be in trajectory instability, and the instability correction mode is activated; like ,and If so, the vehicle remains active in the basic assistance mode.

[0011] In an optional implementation, generating a stability compensation angle based on the activated stability control mode and using a pre-stored control mapping relationship includes: If the vehicle is currently in roll intervention mode, use the formula... Calculate the feedback compensation amount ;in, 0, The gain coefficient is related to vehicle speed and load; If the vehicle is currently in instability correction mode, the formula is used. Calculate the feedback compensation amount ;in For the ideal yaw rate, This is the actual yaw rate. For centroid sideslip angle feedback gain, For yaw rate feedback gain; Through formula Calculate the feedforward compensation amount ;in, For feedforward control gain, A decay function related to vehicle speed; Through formula Calculate the stability compensation angle .

[0012] In an optional implementation, the step of fusing the stability compensation steering angle with the driver's desired steering angle to obtain the final steering angle, generating a control command, and sending it to the steering actuator motor includes: When the vehicle is equipped with a domain controller, obtain the system-compensated steering angle issued by the domain controller. ; The final steering angle is determined using the following formula. :

[0013]

[0014] Based on final steering angle Generate control commands and send them to the steering actuator motor. The motor servo driver then controls the actuator motor to rotate to the target position.

[0015] Secondly, embodiments of this application also provide a steer-by-wire stability coordination control system for commercial vehicles, including: The signal acquisition module is used to acquire steering wheel angle, vehicle speed, yaw rate and lateral acceleration signals; The vehicle condition assessment module is used to estimate the key stability state parameters of the vehicle in real time based on the acquired signals and using embedded algorithms; the key stability state parameters include the center of gravity sideslip angle, roll angle, and tire load. The mode decision module is used to determine the vehicle load state level based on tire load, and to determine and activate the vehicle's stability control mode based on the center of gravity slip angle and roll angle; the stability control mode includes a basic assist mode, a roll intervention mode, and an instability correction mode. The coordination control module is used to generate stability compensation angles based on the activated stability control mode and using pre-stored control mapping relationships. The target steering angle synthesis module is used to fuse the stability compensation steering angle with the driver's desired steering angle to obtain the final target steering angle, generate control commands, and send them to the steering actuator motor.

[0016] Thirdly, embodiments of this application also provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the commercial vehicle steer-by-wire stability coordination control method described in any of the above descriptions.

[0017] Fourthly, embodiments of this application also provide a storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the commercial vehicle steer-by-wire stability coordination control method as described in any of the above claims.

[0018] As can be seen from the above technical solutions, the present invention has the following advantages: The steer-by-wire stability coordination control method for commercial vehicles provided in this application estimates the centroid slip angle, roll angle, and tire load—characterizing vehicle dynamics—in real time, and dynamically adjusts the stability risk threshold and control gain based on the load state, achieving adaptive control strategy to vehicle load and driving conditions. This method constructs an intelligent decision-making layer composed of basic assistance, roll intervention, and instability correction modes, capable of accurately activating corresponding modes based on real-time risk assessment results, and generating the optimal stability compensation angle by integrating feedforward and feedback mechanisms. Finally, by fusing the compensation angle with driver input and high-level domain controller commands, coordinated and precise control of vehicle yaw and roll motion is achieved. This method effectively overcomes the shortcomings of traditional fixed-parameter controllers in terms of adaptability under all operating conditions, significantly improving the handling stability and active safety of commercial vehicles under varying loads and complex road conditions, and providing reliable underlying execution guarantees for high-level autonomous driving functions from within the system.

[0019] This application estimates tire load in real time and classifies load levels, thereby dynamically setting risk judgment thresholds for center of gravity sideslip angle and roll angle, and adjusting the feedback gain coefficient of each control mode. This enables adaptive adjustment of control parameters to vehicle load and driving conditions, ensuring that the vehicle can obtain matching stability control under no-load, half-load and full-load conditions.

[0020] This application simultaneously monitors the center of gravity slip angle and vehicle roll angle, and based on the comparison results with dynamic thresholds, performs real-time switching and arbitration among three control modes: basic assist, roll intervention, and instability correction. This mechanism achieves graded identification and targeted suppression of vehicle lateral instability and roll risks, solving the problem of insufficient decision-making depth within the steering system in existing distributed coordinated control strategies.

[0021] This application generates a stability-compensated steering angle by integrating feedback correction based on vehicle state deviation and feedforward compensation based on driver steering input. This composite architecture simultaneously possesses the ability to rapidly correct for already unstable states and proactively suppress potential risks, thereby improving the system's response speed and control accuracy in the face of severe transient conditions.

[0022] This application integrates and compares locally generated stability compensation steering angles with top-level intervention commands issued by the vehicle domain controller, using the larger of the two values ​​as the final execution command. This hierarchical integration mechanism ensures that higher-level global safety commands receive unconditional execution priority while guaranteeing the steering system's daily autonomous decision-making, thus achieving a balance between local control and system-level functional safety.

[0023] This application endows the steer-by-wire system with the ability to autonomously maintain vehicle stability under all operating conditions through adaptive adjustment, multi-mode decision-making, composite compensation, and command fusion mechanisms. This provides a precise and predictable underlying steering execution platform for high-level autonomous driving systems, and is a key technological foundation required for commercial vehicles to achieve highly automated driving. Attached Figure Description

[0024] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A flowchart illustrating the coordinated control method for steer-by-wire stability of commercial vehicles provided in this application.

[0026] Figure 2 A schematic diagram of the structure of the steer-by-wire stability coordination control system for commercial vehicles provided in this application.

[0027] Figure 3 A schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0028] The various embodiments of this disclosure will be described more fully in the following detailed description of the specific steps of the steer-by-wire stability coordination control method for commercial vehicles. This disclosure may have various embodiments, and adjustments and changes may be made therein. However, it should be understood that there is no intention to limit the various embodiments of this disclosure to the specific embodiments disclosed herein, but rather this disclosure should be understood to cover all adjustments, equivalents, and / or alternatives falling within the spirit and scope of the various embodiments of this disclosure.

[0029] In the following, the terms “comprising” or “may include”, which may be used in various embodiments of this disclosure, indicate the presence of the disclosed functions, operations, or elements, and do not limit the addition of one or more functions, operations, or elements. Furthermore, as used in various embodiments of this disclosure, the terms “comprising,” “having,” and their cognates are intended only to indicate a particular feature, number, step, operation, element, component, or combination of the foregoing, and should not be construed as primarily excluding the presence of one or more other features, numbers, steps, operations, elements, components, or combinations of the foregoing, or the possibility of adding one or more combinations of the foregoing.

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] Please see Figure 1 The diagram shown is a flowchart of a method for coordinated control of steer-by-wire stability in a commercial vehicle, according to a specific embodiment. The method includes: S1: Acquire steering wheel angle, vehicle speed, yaw rate, and lateral acceleration signals.

[0032] In a specific implementation, the following raw signals are acquired in real time: The driver's desired steering angle is obtained through the steering wheel angle sensor. ; Vehicle speed signal is obtained via vehicle bus. ; Yaw rate is obtained through inertial measurement unit. and lateral acceleration ; The current suspension height is obtained through suspension height sensors installed on the wheels. .

[0033] Optionally, it may also include acquiring signals such as steering wheel torque and steering motor current.

[0034] S2: Based on the acquired signals, the key stability parameters of the vehicle are estimated in real time using an embedded algorithm; the key stability parameters include the center of gravity sideslip angle, roll angle, and tire load.

[0035] In a specific implementation, an extended Kalman filter algorithm or a sliding mode observer based on a vehicle dynamics model is used, according to the yaw rate. and lateral acceleration Real-time estimation of the vehicle's center of gravity sideslip angle

[0036] Lateral acceleration, pitch rate, and roll rate are acquired using an inertial measurement unit, and the vehicle's roll angle relative to the ground is estimated using a sensor fusion algorithm (such as complementary filtering).

[0037] Based on the acquired suspension height sensor signal or air spring pressure signal, the real-time dynamic load of each tire is estimated using a pre-stored stiffness characteristic curve, specifically including: Through formula Calculate the current suspension height and the reference height. The difference; where Δx>0 usually indicates that the spring is compressed.

[0038] Find by querying the pre-stored stiffness characteristic curve The spring force generated by the corresponding suspension deformation Among them, the pre-stored stiffness characteristic curve is obtained through precise measurement by bench testing, which describes the relationship between spring force and suspension compression.

[0039] Through formula Calculate the tire load ; As this is a static load, the formula shows that dynamic loads are not solely determined by spring force. The damping force generated by the shock absorber... It also contributes a significant dynamic component. The damping force is proportional to the suspension's speed of motion. , where c is the damping coefficient and V is the rate of change of suspension travel (which can be obtained by differentiating the height signal).

[0040] It should be noted that in this invention, a suspension height sensor (typically a Hall effect sensor or a linear displacement sensor) is installed near each wheel to measure the relative displacement between the wheel and the vehicle body in real time, i.e., the suspension travel. When the vehicle is stationary on a level surface, the suspension height at this point is defined as the reference height. The corresponding tire load is a static load. .

[0041] S3: Determine the vehicle load state level based on tire load, and determine and activate the vehicle stability control mode based on the center of gravity sideslip angle and roll angle; the stability control mode includes basic assist mode, roll intervention mode and instability correction mode.

[0042] In a specific implementation, the vehicle's rated load is first obtained, and the percentage of tire load to the rated load is calculated. Based on the tire vertical load estimation results, the vehicle load status is divided into three levels: "unloaded", "half-loaded", and "fully loaded".

[0043] If the tire load is 0% to 25% of the rated load, the vehicle load condition level is unloaded; if the tire load is 25% to 75% of the rated load, the vehicle load condition level is half-loaded; if the tire load is 75% to 100% of the rated load, the vehicle load condition level is fully loaded.

[0044] At this point, the risk thresholds for the center of gravity sideslip angle and roll angle are determined based on the vehicle load condition level: When the vehicle load condition level is unloaded, the roll angle risk threshold is... =4.5°, centroid sideslip angle risk threshold =2.5°; When the vehicle load condition level is half load, the roll angle risk threshold =5.5°, centroid sideslip angle risk threshold =3.5°; When the vehicle load condition level is full load, the roll angle risk threshold =6.5°, centroid sideslip angle risk threshold =4.5°.

[0045] like If the vehicle is deemed to be at high risk of rollover, the rollover intervention mode will be activated. like ,and If so, the vehicle is determined to be in trajectory instability, and the instability correction mode is activated; like ,and If so, the vehicle remains active in the basic assistance mode.

[0046] Furthermore, when the triggering conditions for multiple modes are met simultaneously, this invention employs strict priority arbitration: roll intervention mode > instability correction mode > basic assistance mode. That is, roll intervention has absolute priority to ensure the prevention of the most dangerous rollover accidents.

[0047] It should be noted that the triggering conditions, control objectives, and logic of the stability control mode in this method are as follows: Mode 1: Basic Auxiliary Mode.

[0048] Triggering conditions: The vehicle is at low to medium speed and turning at a small angle (such as turning at an urban intersection).

[0049] Control objective: To provide adequate damping, improve steering feel, and prevent steering wheel vibration.

[0050] Control logic: Based on the yaw rate signal, a small-amplitude compensation angle is provided in the opposite direction, similar to adding an "electronic damper".

[0051] Mode 2: Tilt Intervention Mode.

[0052] Triggering condition: Lateral acceleration or estimated roll angle exceeds the first threshold (indicating a risk of roll).

[0053] Control objective: The primary goal is to prevent the vehicle from overturning.

[0054] Control logic: Significantly reduce the target steering angle (i.e., "counter-steering"), while simultaneously requesting the vehicle controller to link the braking system (such as applying slight braking to the inner wheels) to generate a stable return torque.

[0055] Mode 3: Instability Correction Mode.

[0056] Triggering condition: The sideslip angle of the center of gravity exceeds the second threshold (indicating a risk of tail-slip or nose-slip).

[0057] Control objective: Correct vehicle posture and restore path tracking capability.

[0058] Control logic: Calculate a compensation angle based on the deviation between the sideslip angle and the yaw rate. For example, when the vehicle oversteers (fishtails), it automatically compensates with a steering angle in the opposite direction to curb the fishtailing tendency.

[0059] S4: Based on the activated stability control mode, generate a stability compensation angle using the pre-stored control mapping relationship.

[0060] In a specific implementation, when the activation mode command is received, a precise stability compensation angle is output. This step is implemented using a feedforward-feedback composite structure: The purpose of the feedback section is to calculate the feedback compensation amount. The calculation is based on the deviation between the current vehicle state and the ideal state.

[0061] If the vehicle is currently in roll intervention mode, use the formula... Calculate the feedback compensation amount ;in, 0, The gain coefficient is related to vehicle speed and load; If the vehicle is currently in instability correction mode, the formula is used. Calculate the feedback compensation amount ;in For the ideal yaw rate, This is the actual yaw rate. For centroid sideslip angle feedback gain, This is the yaw rate feedback gain.

[0062] The purpose of the feedforward section is to predict instability trends based on driver intent and calculate the feedforward compensation amount. .

[0063] Through formula Calculate the feedforward compensation amount; where, For feedforward control gain, This is a decay function related to vehicle speed; the higher the vehicle speed, the smaller the feedforward compensation, in order to ensure high-speed stability.

[0064] Finally, compensation synthesis is performed using the formula. Calculate the stability compensation angle .

[0065] S5: The stability compensation angle is fused with the driver's desired angle to obtain the final steering angle, and a control command is generated and sent to the steering actuator motor. In a specific implementation, when the vehicle is equipped with a domain controller, the system-compensated steering angle issued by the domain controller is obtained. ; The final steering angle is determined using the following formula. :

[0066]

[0067] As can be seen, this step uses the above two-level fusion and arbitration to determine the final steering angle, that is, the final steering angle is the larger of the internally calculated value and the absolute value of the domain controller command, to ensure safety priority. At the same time, this method reports the internal state (such as the current activation mode, estimated β and Φ) to the domain controller in real time for its global decision-making.

[0068] Finally, based on the final steering angle Generate control commands and send them to the steering actuator motor. The motor servo driver then controls the actuator motor to rotate to the target position.

[0069] In this embodiment, by estimating the vehicle load state in real time and adaptively adjusting the control strategy, coordinated control of the commercial vehicle's center of gravity sideslip angle and roll angle is achieved. This method, based on real-time risk-based intelligent switching of control modes and combined with a feedforward and feedback composite compensation mechanism, significantly improves the vehicle's handling stability and anti-rollover capability under varying loads and complex operating conditions, providing reliable steering execution assurance for high-level autonomous driving.

[0070] like Figure 2As shown, the following are embodiments of the commercial vehicle steer-by-wire stability coordination control system provided in this disclosure. This system and the commercial vehicle steer-by-wire stability coordination control methods in the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the commercial vehicle steer-by-wire stability coordination control system, please refer to the embodiments of the commercial vehicle steer-by-wire stability coordination control methods described above.

[0071] A steer-by-wire stability coordination control system for commercial vehicles includes: The signal acquisition module is used to acquire steering wheel angle, vehicle speed, yaw rate and lateral acceleration signals.

[0072] The vehicle condition assessment module is used to estimate the key stability parameters of the vehicle in real time based on the acquired signals using embedded algorithms; the key stability parameters include the center of gravity sideslip angle, roll angle, and tire load.

[0073] The mode decision module is used to determine the vehicle load state level based on the tire load, and to determine and activate the vehicle's stability control mode based on the center of gravity sideslip angle and roll angle; the stability control mode includes a basic auxiliary mode, a roll intervention mode, and an instability correction mode.

[0074] The coordination control module is used to generate stability compensation angles based on the activated stability control mode and using pre-stored control mapping relationships.

[0075] The target steering angle synthesis module is used to fuse the stability compensation steering angle with the driver's desired steering angle to obtain the final target steering angle, generate control commands, and send them to the steering actuator motor.

[0076] The steer-by-wire stability coordination control system for commercial vehicles provided in this embodiment achieves adaptive adjustment of the risk thresholds for the center of gravity slip angle and roll angle, as well as the feedback gain of each control mode, by estimating tire load in real time and dynamically classifying load levels. This enables the control system to match vehicle load and driving state under all operating conditions. Based on real-time evaluation of multiple state parameters, the system can intelligently switch and coordinate between basic assistance, roll intervention, and instability correction modes, achieving graded and precise suppression of lateral instability and roll risks. By integrating a composite control architecture of feedforward compensation and feedback correction, it simultaneously improves the smooth response capability to driver intentions and the rapid correction capability to instability states. The designed multi-level command fusion mechanism ensures reliable coordination between the steering system's autonomous decision-making and the global safety commands of the vehicle domain controller. Ultimately, this method significantly improves the handling stability and active safety of commercial vehicles under a wide range of variable loads and complex operating conditions, and provides a stable and reliable underlying execution guarantee for the realization of high-level autonomous driving functions.

[0077] Figure 3A schematic diagram of the hardware structure of an electronic device for implementing various embodiments of the present invention.

[0078] The steer-by-wire stability coordination control method for commercial vehicles provided in this application can be applied to electronic devices. Those skilled in the art will understand that the electronic device structure involved in the embodiments of this invention does not constitute a limitation on the electronic device. An electronic device may include more or fewer components than illustrated, or combine certain components, or have different component arrangements. In the embodiments of this invention, the electronic device includes, but is not limited to, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the embodiments of this application described and / or claimed herein.

[0079] Electronic devices may include processors, external memory interfaces, internal memory, universal serial bus (USB) interfaces, charging management modules, power management modules, batteries, wireless communication modules, audio modules, speakers, microphones, sensor modules, buttons, cameras, displays, and SIM card interfaces, etc.

[0080] A processor may include one or more processing units, such as: a central processing unit (CPU), an application processor (AP), a modem processor, a graphics processing unit (GPU), an image signal processor (ISP), a controller, memory, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural network processing unit (NPU). Different processing units may be independent devices or integrated into one or more processors.

[0081] The processor can serve as the nerve center and command center of an electronic device. The controller can generate operation control signals based on the instruction opcode and timing signals to control the fetching and execution of instructions.

[0082] The processor may also include memory for storing instructions and data. In some embodiments, the memory in the processor is a cache memory. This memory can store instructions or data that the processor has just used or that are used repeatedly. If the processor needs to use the instruction or data again, it can retrieve it directly from this memory. This avoids repeated accesses, reduces processor latency, and thus improves system efficiency.

[0083] An external storage interface (ESI) can be used to connect external memory cards, such as microSD cards, to expand the storage capacity of electronic devices. The external memory card communicates with the processor through the ESI to perform data storage functions, such as saving music and video files on the external memory card.

[0084] Internal memory can be used to store computer executable program code, which includes instructions. The processor executes various functional applications and data processing of electronic devices by running the instructions stored in internal memory. Internal memory can include a program storage area and a data storage area. Internal memory can include high-speed random access memory, and can also include non-volatile memory, such as at least one disk storage device, flash memory device, universal flash storage (UFS), etc.

[0085] Wireless communication functionality in electronic devices can be achieved through antennas, wireless communication modules, modem processors, and baseband processors.

[0086] Wireless communication modules can provide solutions for wireless communication applications in electronic devices, including wireless local area networks (WLANs) (such as wireless fidelity (Wi-Fi) networks), Bluetooth (BT), global navigation satellite system (GNSS), frequency modulation (FM), near field communication (NFC), and infrared (IR) technologies.

[0087] Electronic devices can implement audio functions through audio modules, speakers, receivers, microphones, headphone jacks, and application processors.

[0088] Electronic devices can achieve shooting functions through ISPs, cameras, video codecs, GPUs, displays, and application processors.

[0089] Electronic devices can achieve display functions through GPUs, displays, and application processors.

[0090] A GPU is a microprocessor for image processing, connected to the display screen and application processor. GPUs are used to perform mathematical and geometric calculations for graphics rendering. A processor may include one or more GPUs, which execute program instructions to generate or modify display information.

[0091] A display screen is used to display images, videos, etc. A display screen includes a display panel.

[0092] The aforementioned electronic equipment realizes the coordinated control architecture of the commercial vehicle steer-by-wire stability coordination control method of this application by integrating online load state identification, multi-mode risk classification decision-making, feedforward-feedback composite compensation, and multi-level command fusion. It achieves adaptive, high-precision, and high-reliability control of the steer-by-wire system of commercial vehicles under all working conditions, thereby comprehensively improving the active safety of the vehicle and providing reliable underlying execution capabilities for high-level autonomous driving.

[0093] The storage medium provided in this application stores a program product capable of implementing a coordinated control method for the stability of steer-by-wire in commercial vehicles.

[0094] The methods for coordinated control of steer-by-wire stability in commercial vehicles include: Acquire steering wheel angle, vehicle speed, yaw rate, and lateral acceleration signals; Based on the acquired signals, the key stability parameters of the vehicle are estimated in real time using an embedded algorithm; the key stability parameters include the center of gravity sideslip angle, roll angle, and tire load. The vehicle load state level is determined based on the tire load, and the vehicle stability control mode is determined and activated based on the center of gravity sideslip angle and roll angle; the stability control mode includes basic assist mode, roll intervention mode and instability correction mode; Based on the activated stability control mode, a stability compensation angle is generated using the pre-stored control mapping relationship; The stability compensation angle is fused with the driver's desired angle to obtain the final steering angle, and a control command is generated and sent to the steering actuator motor.

[0095] In some possible implementations, the commercial vehicle steer-by-wire stability coordination control method of this disclosure can be implemented as a program product comprising program code that, when the program product is run on a terminal device, causes the terminal device to perform the steps described in the "Exemplary Methods" section above according to various exemplary embodiments of this disclosure.

[0096] The storage medium disclosed herein may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0097] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for coordinated control of steer-by-wire stability in commercial vehicles, characterized in that, include: Acquire steering wheel angle, vehicle speed, yaw rate, and lateral acceleration signals; Based on the acquired signals, the key stability parameters of the vehicle are estimated in real time using an embedded algorithm; the key stability parameters include the center of gravity sideslip angle, roll angle, and tire load. The vehicle load state level is determined based on the tire load, and the vehicle stability control mode is determined and activated based on the center of gravity sideslip angle and roll angle; the stability control mode includes basic assist mode, roll intervention mode and instability correction mode; Based on the activated stability control mode, a stability compensation angle is generated using the pre-stored control mapping relationship; The stability compensation angle is fused with the driver's desired angle to obtain the final steering angle, and a control command is generated and sent to the steering actuator motor.

2. The method for coordinated control of steer-by-wire stability in commercial vehicles according to claim 1, characterized in that, The acquisition of steering wheel angle, vehicle speed, yaw rate, and lateral acceleration signals includes: The driver's desired steering angle is obtained through the steering wheel angle sensor. ; Vehicle speed signal is obtained via vehicle bus. ; Yaw rate is obtained through inertial measurement unit. and lateral acceleration ; The current suspension height is obtained through suspension height sensors installed on the wheels. .

3. The method for coordinated control of steer-by-wire stability in commercial vehicles according to claim 2, characterized in that, The key stability state parameters of the vehicle are estimated in real time using an embedded algorithm based on the acquired signals, including: Using an extended Kalman filter algorithm or a sliding mode observer based on a vehicle dynamics model, based on the yaw rate... and lateral acceleration Real-time estimation of the vehicle's center of gravity sideslip angle ; Lateral acceleration, pitch rate, and roll rate are acquired using an inertial measurement unit, and the roll angle of the vehicle body relative to the ground is estimated using a sensor fusion algorithm. ; Through formula Calculate the current suspension height and the reference height. The difference; Find by querying the pre-stored stiffness characteristic curve The spring force generated by the corresponding suspension deformation ; Through formula Calculate the tire load ;in, , The damping force generated by the suspension's movement speed, Here, c is the static load, c is the damping coefficient, and V is the rate of change of the suspension travel.

4. The method for coordinated control of steer-by-wire stability in commercial vehicles according to claim 3, characterized in that, The method of determining the vehicle load condition level based on tire load includes: Obtain the vehicle's rated load and calculate the percentage of tire load relative to the rated load; If the tire load is 0% to 25% of the rated load, the vehicle load condition level is unloaded; if the tire load is 25% to 75% of the rated load, the vehicle load condition level is half-loaded; if the tire load is 75% to 100% of the rated load, the vehicle load condition level is fully loaded.

5. The method for coordinated control of steer-by-wire stability in commercial vehicles according to claim 4, characterized in that, The method for determining and activating the vehicle's stability control mode based on the sideslip angle and roll angle includes: Determine the risk thresholds for the center of gravity sideslip angle and the sideslip angle based on the vehicle load condition level; When the vehicle load condition level is unloaded, the roll angle risk threshold is... =4.5°, centroid sideslip angle risk threshold =2.5°; When the vehicle load condition level is half load, the roll angle risk threshold =5.5°, centroid sideslip angle risk threshold =3.5°; When the vehicle load condition level is full load, the roll angle risk threshold =6.5°, centroid sideslip angle risk threshold =4.5°; like If the vehicle is deemed to be at high risk of rollover, the rollover intervention mode will be activated. like ,and If so, the vehicle is determined to be in trajectory instability, and the instability correction mode is activated; like ,and If so, the vehicle remains active in the basic assistance mode.

6. The method for coordinated control of steer-by-wire stability in commercial vehicles according to claim 5, characterized in that, The step of generating a stability compensation angle based on the activated stability control mode and using pre-stored control mapping relationships includes: If the vehicle is currently in roll intervention mode, use the formula... Calculate the feedback compensation amount ;in, 0, The gain coefficient is related to vehicle speed and load; If the vehicle is currently in instability correction mode, the formula is used. Calculate the feedback compensation amount ;in For the ideal yaw rate, This is the actual yaw rate. For the centroid sideslip angle feedback gain, For yaw rate feedback gain; Through formula Calculate the feedforward compensation amount ;in, For feedforward control gain, A decay function related to vehicle speed; Through formula Calculate the stability compensation angle .

7. The method for coordinated control of steer-by-wire stability in commercial vehicles according to claim 6, characterized in that, The process of fusing the stability compensation angle with the driver's desired angle to obtain the final steering angle, generating control commands, and sending them to the steering actuator motor includes: When the vehicle is equipped with a domain controller, obtain the system-compensated steering angle issued by the domain controller. ; The final steering angle is determined using the following formula. : Based on final steering angle Generate control commands and send them to the steering actuator motor. The motor servo driver then controls the actuator motor to rotate to the target position.

8. A steer-by-wire stability coordination control system for commercial vehicles, characterized in that, The system employs the commercial vehicle steer-by-wire stability coordination control method as described in any one of claims 1 to 7; The system includes: The signal acquisition module is used to acquire steering wheel angle, vehicle speed, yaw rate and lateral acceleration signals; The vehicle condition assessment module is used to estimate the key stability state parameters of the vehicle in real time based on the acquired signals and using embedded algorithms; the key stability state parameters include the center of gravity sideslip angle, roll angle, and tire load. The mode decision module is used to determine the vehicle load state level based on tire load, and to determine and activate the vehicle's stability control mode based on the center of gravity slip angle and roll angle; the stability control mode includes a basic assist mode, a roll intervention mode, and an instability correction mode. The coordination control module is used to generate stability compensation angles based on the activated stability control mode and using pre-stored control mapping relationships. The target steering angle synthesis module is used to fuse the stability compensation steering angle with the driver's desired steering angle to obtain the final target steering angle, generate control commands, and send them to the steering actuator motor.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the commercial vehicle steer-by-wire stability coordination control method as described in any one of claims 1 to 7.

10. A storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the commercial vehicle steer-by-wire stability coordination control method as described in any one of claims 1 to 7.

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