Vehicle side slip angle detection method, device and equipment and storage medium

Abstract

The invention relates to a vehicle side slip angle detection method, device and equipment and a storage medium, and relates to the technical field of vehicle system key information perception, and the method comprises the steps: obtaining a corresponding deviation optimization value and a deviation optimization value update ratio based on a side slip angle obtained through a vehicle speed calculation method, a Kalman filtering calculation method and a geometric calculation method; and based on each deviation optimization value update ratio, compensating each corresponding deviation optimization value, and based on a vehicle speed calculation method, a Kalman filtering calculation method and a geometric calculation method, obtaining a mass center side slip angle and a compensation result, and obtaining a mass center actual side slip angle. By fusing results of three independent calculation methods and combining a relative deviation degree weighted optimization mechanism, the accuracy of the side slip angle is improved, more reliable input parameters are provided for vehicle dynamics control, each deviation optimization value is compensated on the basis of deviation optimization value updating comparison, error accumulation of a single calculation method is effectively eliminated, and the vehicle dynamics control accuracy is improved. And abnormal fluctuation of the side slip angle under the dynamic working condition of the vehicle is avoided.

Description

Technical Field

[0001] This invention relates to the field of key information perception technology for vehicle systems, specifically to a method, apparatus, device, and storage medium for detecting the sideslip angle of a vehicle's center of gravity. Background Technology

[0002] Estimating the sideslip angle is crucial for vehicle dynamics control and safe operation. Accurate estimation of the sideslip angle is fundamental to achieving vehicle dynamics control, as it reflects the vehicle's attitude changes and lateral stability during steering, and is a key state variable for lateral motion control. Measurement methods for this parameter are mainly divided into two types: direct measurement and soft measurement. Direct measurement requires expensive optical sensors, has high installation requirements, and its accuracy is easily affected by external environmental interference, making it difficult to implement on a large scale in mass-produced vehicles. In comparison, the soft measurement method for the sideslip angle based on signals from ordinary onboard sensors has significant advantages such as low cost and strong environmental adaptability, making it more suitable for mass production.

[0003] In existing technologies, such as the vehicle center-of-gravity sideslip angle detection method, device, equipment, and storage medium in patent number CN120024339A, a first estimated value of the center-of-gravity sideslip angle is obtained based on a vehicle dynamics model; based on chassis acceleration information, a second estimated value of the vehicle's center-of-gravity sideslip angle is obtained by directly integrating the acceleration through an integral discount factor and a zeroing mechanism; by introducing the projection of the difference between the ideal yaw rate and the actual vehicle yaw rate, the distortion degree of the current vehicle dynamics model is evaluated, and weight coefficients for different estimated values ​​are obtained, achieving adaptive weighted fusion of the first and second estimated values ​​of the center-of-gravity sideslip angle. This invention can effectively improve the accuracy of the center-of-gravity sideslip angle estimation, providing state quantity support for vehicle active safety technologies and functions. This method is developed based on existing onboard sensors, and the algorithm design is fully analyzed, making the algorithm computationally inexpensive and easy to implement in vehicles, thus possessing significant engineering application value.

[0004] However, the method of evaluating the distortion of the current vehicle dynamics model by introducing the projection of the difference between the ideal yaw rate and the actual vehicle yaw rate and obtaining the weight coefficients of different estimates has low stability and may result in fluctuations in the centroid sideslip angle, making it difficult to guarantee the accuracy of fusion. Summary of the Invention

[0005] This application provides a method, apparatus, device, and storage medium for detecting the sideslip angle of a vehicle's center of gravity. It can solve the problem that the existing method, which evaluates the distortion of the current vehicle dynamics model by introducing the projection of the difference between the ideal yaw rate and the actual vehicle yaw rate, and obtains the weight coefficients of different estimates, has low stability, may cause fluctuations in the sideslip angle of the center of gravity, and has the problem of difficulty in ensuring the accuracy of fusion.

[0006] In a first aspect, embodiments of this application provide a method for detecting the sideslip angle of a vehicle's center of gravity, comprising:

[0007] Based on the centroid sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation, the corresponding deviation optimization value and the deviation optimization value update ratio are obtained. Based on the update ratio of each deviation optimization value, the corresponding deviation optimization values ​​are compensated, and the actual sideslip angle of the centroid is obtained based on the centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, as well as the compensation results.

[0008] In one implementation, the process of obtaining the centroid sideslip angle based on vehicle speed calculation, Kalman filtering, and geometric calculation, and acquiring the corresponding deviation optimization value and deviation optimization value update ratio, includes: Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle obtained by the vehicle speed calculation method, the Kalman filter calculation method, and the geometric calculation method respectively, the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the relative difference between each pair, are obtained. Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value; Based on the relative differences between pairs, the first deviation optimization value update ratio, the second deviation optimization value update ratio, and the third deviation optimization value update ratio are obtained.

[0009] In one implementation, obtaining the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value based on the first relative deviation value, the second relative deviation value, and the third relative deviation value includes: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first deviation weight, the second deviation weight, and the third deviation weight; Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the first deviation weight, the second deviation weight, and the third deviation weight, the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value are obtained.

[0010] In one implementation, obtaining the first deviation weight, the second deviation weight, and the third deviation weight based on the first relative deviation value, the second relative deviation value, and the third relative deviation value includes: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first relative deviation degree, the second relative deviation degree, and the third relative deviation degree; Based on the first relative deviation, the second relative deviation, and the third relative deviation, the first deviation weight, the second deviation weight, and the third deviation weight are obtained.

[0011] In one implementation, the first centroid sideslip angle, second centroid sideslip angle, and third centroid sideslip angle obtained based on the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, respectively, are used to obtain a first relative deviation value, a second relative deviation value, and a third relative deviation value, as well as the relative difference between each pair, including: Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, obtain the average centroid sideslip angle and the relative difference between each pair; Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, as well as the average centroid sideslip angle, the first relative deviation value, the second relative deviation value, and the third relative deviation value are obtained.

[0012] In one implementation, the step of compensating for each deviation optimization value based on the update ratio of each deviation optimization value, and obtaining the actual sideslip angle of the centroid based on the centroid sideslip angle obtained by the vehicle speed calculation method, the Kalman filter calculation method, and the geometric calculation method, and the compensation result, includes: Based on the first deviation optimization value, second deviation optimization value, and third deviation optimization value corresponding to the first centroid sideslip angle, second centroid sideslip angle, and third centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, respectively, as well as the update ratio of the first deviation optimization value, the update ratio of the second deviation optimization value, and the update ratio of the third deviation optimization value, the first compensation value, the second compensation value, and the third compensation value are obtained. Based on the first compensation value, the second compensation value, and the third compensation value, as well as the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, the actual centroid sideslip angle is obtained.

[0013] In one implementation, obtaining the actual centroid sideslip angle based on the first compensation value, the second compensation value, and the third compensation value, as well as the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, includes: The total compensation value is obtained based on the first compensation value, the second compensation value, and the third compensation value. Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, the average centroid sideslip angle is obtained; The actual sideslip angle of the centroid is obtained based on the total compensation value and the average centroid sideslip angle.

[0014] Secondly, embodiments of this application also provide a vehicle center of gravity sideslip angle detection device, which includes: The acquisition module is used to obtain the centroid sideslip angle based on the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, and to obtain the corresponding deviation optimization value and the deviation optimization value update ratio. The calculation module is used to compensate for each deviation optimization value based on the update ratio of each deviation optimization value, and to obtain the actual sideslip angle of the centroid based on the centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, as well as the compensation result.

[0015] Thirdly, this application also provides a vehicle center of gravity sideslip angle detection device, which includes a processor, a memory, and a vehicle center of gravity sideslip angle detection program stored in the memory and executable by the processor. When the vehicle center of gravity sideslip angle detection program is executed by the processor, it implements the steps of the above-described vehicle center of gravity sideslip angle detection method.

[0016] Fourthly, embodiments of this application also provide a storage medium storing a vehicle center of gravity sideslip angle detection program, wherein when the vehicle center of gravity sideslip angle detection program is executed by a processor, the steps of the above-described vehicle center of gravity sideslip angle detection method are implemented.

[0017] The beneficial effects of the technical solutions provided in this application include: When using this vehicle center-of-gravity sideslip angle detection method, the corresponding deviation optimization value and deviation optimization value update ratio are first obtained based on the center-of-gravity sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation. Then, based on each deviation optimization value update ratio, the corresponding deviation optimization values ​​are compensated. Finally, based on the center-of-gravity sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation, and the compensation results, the actual center-of-gravity sideslip angle is obtained. By fusing the results of three independent calculation methods and combining them with a relative deviation weighted optimization mechanism, the accuracy of the center-of-gravity sideslip angle calculation is significantly improved, providing more reliable input parameters for vehicle dynamics control. Furthermore, by compensating for each deviation optimization value based on the deviation optimization value update ratio, the error accumulation of a single calculation method is effectively eliminated, avoiding abnormal fluctuations in the center-of-gravity sideslip angle under vehicle dynamic conditions, enhancing the stability of the control system. This solves the problem that the existing method, which evaluates the distortion of the current vehicle dynamics model by introducing the projection of the difference between the ideal yaw rate and the actual vehicle yaw rate, and obtains the weight coefficients of different estimates, has low stability and may result in center-of-gravity sideslip angle fluctuations, making it difficult to guarantee the accuracy of fusion. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0019] Figure 1This is a flowchart illustrating the first embodiment of a vehicle center of gravity sideslip angle detection method according to the present invention.

[0020] Figure 2 This is a flowchart illustrating a second embodiment of a vehicle center of gravity sideslip angle detection method according to the present invention.

[0021] Figure 3 This is a flowchart illustrating the third embodiment of a vehicle center of gravity sideslip angle detection method according to the present invention.

[0022] Figure 4 This is a schematic diagram of the hardware structure of the vehicle center of gravity sideslip angle detection device involved in the embodiments of this application. Detailed Implementation

[0023] First, some of the technical terms used in this application will be explained to help those skilled in the art understand this application.

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0025] Firstly, this application provides a method for detecting the sideslip angle of a vehicle's center of gravity.

[0026] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle center of gravity sideslip angle detection method of this application. Figure 1 As shown, the vehicle center of gravity sideslip angle detection method includes: S1: Based on the centroid sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation, obtain the corresponding deviation optimization value and the deviation optimization value update ratio.

[0027] S2: Based on the update ratio of each deviation optimization value, compensate for each corresponding deviation optimization value, and obtain the actual sideslip angle of the centroid based on the centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, as well as the compensation result.

[0028] When using this vehicle center-of-gravity sideslip angle detection method, the corresponding deviation optimization value and deviation optimization value update ratio are first obtained based on the center-of-gravity sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation. Then, based on each deviation optimization value update ratio, the corresponding deviation optimization values ​​are compensated. Finally, based on the center-of-gravity sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation, and the compensation results, the actual center-of-gravity sideslip angle is obtained. By fusing the results of three independent calculation methods and combining them with a relative deviation weighted optimization mechanism, the accuracy of the center-of-gravity sideslip angle calculation is significantly improved, providing more reliable input parameters for vehicle dynamics control. Furthermore, by compensating for each deviation optimization value based on the deviation optimization value update ratio, the error accumulation of a single calculation method is effectively eliminated, avoiding abnormal fluctuations in the center-of-gravity sideslip angle under vehicle dynamic conditions, enhancing the stability of the control system. This solves the problem that the existing method, which evaluates the distortion of the current vehicle dynamics model by introducing the projection of the difference between the ideal yaw rate and the actual vehicle yaw rate, and obtains the weight coefficients of different estimates, has low stability and may result in center-of-gravity sideslip angle fluctuations, making it difficult to guarantee the accuracy of fusion.

[0029] like Figure 2 As shown, further, in one embodiment, the process of obtaining the centroid sideslip angle based on the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, and acquiring the corresponding deviation optimization value and deviation optimization value update ratio, includes: S11: Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle obtained by the vehicle speed calculation method, the Kalman filter calculation method, and the geometric calculation method respectively, obtain the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the relative difference between each pair.

[0030] S12: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value.

[0031] S13: Based on the relative differences between pairs, obtain the first deviation optimization value update ratio, the second deviation optimization value update ratio, and the third deviation optimization value update ratio.

[0032] In this embodiment, based on the centroid sideslip angle obtained by the vehicle speed calculation method, the Kalman filter calculation method, and the geometric calculation method, the corresponding deviation optimization value and the deviation optimization value update ratio are obtained. Specifically, this includes: obtaining the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the relative difference between each pair of the first relative deviation value, the second relative deviation value, and the third relative deviation value, based on the first relative deviation value, the second relative deviation value, and the third relative deviation value; obtaining the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value based on the first relative deviation value, the second relative deviation value, and the third relative deviation value; and obtaining the first deviation optimization value update ratio, the second deviation optimization value update ratio, and the third deviation optimization value update ratio based on the relative difference between each pair of the two. Based on the calculation of relative deviation values ​​and pairwise relative differences using the first, second, and third centroid side deflection angles, the error characteristics and interrelationships of each calculation method are accurately identified, providing a data foundation for adaptive weighting. This avoids global bias caused by errors in a single method, significantly improving the accuracy of centroid side deflection angle calculation. Furthermore, by calculating the deviation optimization value through the relative deviation value, a basis is provided for realizing dynamic weight allocation of each calculation result, making the fusion result closer to the true value.

[0033] In this example, according to the formula: Obtain the first relative deviation value, the second relative deviation value, and the third relative deviation value, where, This represents the average centroid sideslip angle. The first centroid sideslip angle, The second centroid sideslip angle, The third centroid sideslip angle, This is the first relative deviation value. This is the second relative deviation value. This is the third relative deviation value.

[0034] According to the formula: Obtain the relative difference between each pair of elements, where, This is the relative difference between the first and second centroid sideslip angles. This is the relative difference between the first and third centroid sideslip angles. It is the relative difference between the second centroid sideslip angle and the third centroid sideslip angle.

[0035] According to the formula: Obtain the first deviation from the optimal value update ratio, the second deviation from the optimal value update ratio, and the third deviation from the optimal value update ratio. The first deviation from the optimized value update ratio, The second deviation from the optimized value update ratio, The third deviation optimization value update ratio. , , The sum is 1.

[0036] like Figure 3 As shown, further, in one embodiment, obtaining the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value based on the first relative deviation value, the second relative deviation value, and the third relative deviation value includes: S121: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first deviation weight, the second deviation weight, and the third deviation weight.

[0037] S122: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the first deviation weight, the second deviation weight, and the third deviation weight, obtain the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value.

[0038] In this embodiment, based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value are obtained. Specifically, this includes: obtaining the first deviation weight, the second deviation weight, and the third deviation weight based on the first relative deviation value, the second relative deviation value, and the third relative deviation value; and obtaining the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value based on the first relative deviation value, the second relative deviation value, the third relative deviation value, the first deviation weight, the second deviation weight, and the third deviation weight. The relative deviation degree is calculated based on the relative deviation value, and deviation weights are generated. This gives higher weights to calculations with smaller errors and reduces the contribution of results with larger errors, ensuring that the fusion result is closer to the true centroid sideslip angle. Furthermore, the deviation optimization value achieves quantitative amplification of the error while preserving its direction, providing accurate optimized input for subsequent compensation value calculations—eliminating both the systematic bias of a single method and avoiding the accuracy decay caused by simple averaging, thus significantly improving the accuracy of the actual centroid sideslip angle calculation.

[0039] In this example, according to the formula: Obtain the first deviation from the optimization value, the second deviation from the optimization value, and the third deviation from the optimization value, where, As the first deviation weight, The second deviation weight, The third deviation weight, This is the first relative deviation value. This is the second relative deviation value. This is the third relative deviation value. This is the first deviation from the optimal value. This is the second deviation from the optimal value. This is the third deviation from the optimal value.

[0040] Further, in one embodiment, obtaining the first deviation weight, the second deviation weight, and the third deviation weight based on the first relative deviation value, the second relative deviation value, and the third relative deviation value includes: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first relative deviation degree, the second relative deviation degree, and the third relative deviation degree; Based on the first relative deviation, the second relative deviation, and the third relative deviation, the first deviation weight, the second deviation weight, and the third deviation weight are obtained.

[0041] In this embodiment, based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, the first deviation weight, the second deviation weight, and the third deviation weight are obtained. Specifically, this includes: obtaining the first relative deviation degree, the second relative deviation degree, and the third relative deviation degree based on the first relative deviation value, the second relative deviation value, and the third relative deviation value; and obtaining the first deviation weight, the second deviation weight, and the third deviation weight based on the first relative deviation degree, the second relative deviation degree, and the third relative deviation degree. Calculating the relative deviation degree based on the relative deviation value and generating the deviation weight enables the system to dynamically identify the error level of each calculation method, assigning higher weights to calculation results with smaller errors and reducing the contribution of results with larger errors. Through a precise weight allocation mechanism, reliable input is provided for subsequent deviation optimization value calculations, avoiding compensation deviations caused by unreasonable weight allocation, making the calculated result of the actual sideslip angle of the centroid closer to the true value, and significantly improving the reliability of vehicle dynamics control.

[0042] In this example, according to the formula: Obtain the first relative deviation, the second relative deviation, and the third relative deviation, where, The first centroid sideslip angle, The second centroid sideslip angle, The third centroid sideslip angle, The first relative deviation, This is the second relative deviation. The third relative deviation, , , The sum is 1.

[0043] According to the formula: Obtain the first deviation weight, the second deviation weight, and the third deviation weight, where, As the first deviation weight, The second deviation weight, This is the third deviation weight. , , The sum is 1.

[0044] Further, in one embodiment, the first centroid sideslip angle, second centroid sideslip angle, and third centroid sideslip angle obtained based on the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, respectively, and the first relative deviation value, second relative deviation value, and third relative deviation value, as well as the relative difference between each pair, include: Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, obtain the average centroid sideslip angle and the relative difference between each pair; Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, as well as the average centroid sideslip angle, the first relative deviation value, the second relative deviation value, and the third relative deviation value are obtained.

[0045] In this embodiment, based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle obtained by the vehicle speed calculation method, the Kalman filter calculation method, and the geometric calculation method respectively, the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the relative difference between each pair, are obtained. Specifically, this includes: based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, the average centroid sideslip angle is obtained, as well as the relative difference between each pair; based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, as well as the average centroid sideslip angle, the first relative deviation value, the second relative deviation value, and the third relative deviation value are obtained. The calculation of the average centroid sideslip angle provides a unified benchmark reference for vehicle speed calculation, Kalman filtering calculation, and geometric calculation. This allows the relative deviation value to objectively quantify the deviation of each method from the benchmark. The calculation of the pairwise relative difference intuitively reflects the degree of difference between the three calculation results, providing a key basis for the dynamic allocation of the subsequent deviation optimization value update ratio. This ensures that the system can adaptively adjust the fusion strategy according to the real-time error distribution, avoiding the accuracy decay of the fixed weight method under complex working conditions.

[0046] In this example, according to the formula: Obtain the average centroid sideslip angle, where, This represents the average centroid sideslip angle. The first centroid sideslip angle, The second centroid sideslip angle, It is the third centroid side deflection angle.

[0047] According to the formula: Obtain the first centroid sideslip angle. , The velocity at the center of mass of the vehicle in the lateral and longitudinal directions is obtained by integration using an acceleration sensor. The vehicle's degrees of freedom are obtained using a vehicle degree-of-freedom model combined with Kalman filtering, according to the formula: Obtain the third centroid sideslip angle. This refers to the vehicle's wheelbase. The front wheel steering angle is obtained through sensors.

[0048] Further, in one embodiment, the step of compensating for each deviation optimization value based on the update ratio of each deviation optimization value, and obtaining the actual sideslip angle of the centroid based on the centroid sideslip angle obtained by the vehicle speed calculation method, the Kalman filter calculation method, and the geometric calculation method, and the compensation result, includes: Based on the first deviation optimization value, second deviation optimization value, and third deviation optimization value corresponding to the first centroid sideslip angle, second centroid sideslip angle, and third centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, respectively, as well as the update ratio of the first deviation optimization value, the update ratio of the second deviation optimization value, and the update ratio of the third deviation optimization value, the first compensation value, the second compensation value, and the third compensation value are obtained. Based on the first compensation value, the second compensation value, and the third compensation value, as well as the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, the actual centroid sideslip angle is obtained.

[0049] In this embodiment, based on the update ratio of each deviation optimization value, the corresponding deviation optimization values ​​are compensated, and based on the centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, and the compensation results, the actual centroid sideslip angle is obtained. Specifically, this includes: obtaining the first, second, and third compensation values ​​based on the first, second, and third centroid sideslip angles obtained by the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, respectively, as well as the update ratios of the first, second, and third deviation optimization values; and obtaining the first, second, and third compensation values ​​based on the first, second, and third compensation values, the first, second, and third centroid sideslip angles, and the third centroid sideslip angles. Based on the comparison of the deviation optimization value update, each deviation optimization value is accurately compensated, so that the compensation value can respond in real time to the error distribution characteristics of the current working condition, effectively eliminating the residual deviation of the single calculation method, ensuring that the actual side deflection angle calculation result of the centroid is closer to the true value, and avoiding the accuracy decay problem caused by fixed compensation in traditional methods.

[0050] Further, in one embodiment, obtaining the actual sideslip angle of the centroid based on the first compensation value, the second compensation value, and the third compensation value, as well as the first sideslip angle, the second sideslip angle, and the third sideslip angle, includes: The total compensation value is obtained based on the first compensation value, the second compensation value, and the third compensation value. Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, the average centroid sideslip angle is obtained; The actual sideslip angle of the centroid is obtained based on the total compensation value and the average centroid sideslip angle.

[0051] In this embodiment, the actual sideslip angle of the centroid is obtained based on the first compensation value, the second compensation value, and the third compensation value, as well as the first, second, and third sideslip angles of the centroid. Specifically, this includes: obtaining the total compensation value based on the first, second, and third compensation values; obtaining the average sidelip angle of the centroid based on the first, second, and third sideslip angles of the centroid; and obtaining the actual sideslip angle of the centroid based on the total compensation value and the average sidelip angle. The calculation of the total compensation value fully integrates the compensation contributions of each deviation from the optimized value, avoiding accuracy loss caused by missing local compensation. This ensures that the calculation result of the actual sideslip angle of the centroid comprehensively reflects the optimized fusion of multi-source data, completely solving the accuracy attenuation problem caused by insufficient compensation in traditional methods. Furthermore, through the precise combination of the total compensation value and the average value, the output of the sideslip angle of the centroid is dynamically corrected in real time, continuously suppressing abnormal fluctuations under complex working conditions such as sharp turns and bumpy roads, providing a stable and accurate real-time state quantity for the yaw stability control system.

[0052] In this example, according to the formula: Obtain the total compensation value, where, The total compensation value, This is the first deviation from the optimal value. This is the second deviation from the optimal value. This is the third deviation from the optimal value. The first deviation from the optimized value update ratio, The second deviation from the optimized value update ratio, The third deviation optimization value update ratio.

[0053] According to the formula: Obtain the actual sideslip angle of the centroid, where, This represents the average centroid sideslip angle. This is the total compensation value.

[0054] Secondly, this application provides a vehicle center of gravity sideslip angle detection device, which includes: The acquisition module is used to obtain the centroid sideslip angle based on the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, and to obtain the corresponding deviation optimization value and the deviation optimization value update ratio. The calculation module is used to compensate for each deviation optimization value based on the update ratio of each deviation optimization value, and to obtain the actual sideslip angle of the centroid based on the centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, as well as the compensation result.

[0055] When using this vehicle center-of-gravity sideslip angle detection method, the corresponding deviation optimization value and deviation optimization value update ratio are first obtained based on the center-of-gravity sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation. Then, based on each deviation optimization value update ratio, the corresponding deviation optimization values ​​are compensated. Finally, based on the center-of-gravity sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation, and the compensation results, the actual center-of-gravity sideslip angle is obtained. By fusing the results of three independent calculation methods and combining them with a relative deviation weighted optimization mechanism, the accuracy of the center-of-gravity sideslip angle calculation is significantly improved, providing more reliable input parameters for vehicle dynamics control. Furthermore, by compensating for each deviation optimization value based on the deviation optimization value update ratio, the error accumulation of a single calculation method is effectively eliminated, avoiding abnormal fluctuations in the center-of-gravity sideslip angle under vehicle dynamic conditions, enhancing the stability of the control system. This solves the problem that the existing method, which evaluates the distortion of the current vehicle dynamics model by introducing the projection of the difference between the ideal yaw rate and the actual vehicle yaw rate, and obtains the weight coefficients of different estimates, has low stability and may result in center-of-gravity sideslip angle fluctuations, making it difficult to guarantee the accuracy of fusion.

[0056] The functions of each module in the above-mentioned vehicle center of gravity sideslip angle detection device correspond to the steps in the above-mentioned vehicle center of gravity sideslip angle detection method embodiment, and their functions and implementation processes will not be described in detail here.

[0057] The computing module can be a personal computer (PC), laptop, server, or other device with data processing capabilities.

[0058] like Figure 4 As shown, in a third aspect, this application also provides a vehicle center of gravity sideslip angle detection device, which includes a processor, a memory, and a vehicle center of gravity sideslip angle detection program stored in the memory and executable by the processor, wherein when the vehicle center of gravity sideslip angle detection program is executed by the processor, it implements the steps of the above-described vehicle center of gravity sideslip angle detection method.

[0059] In this embodiment of the application, a vehicle center of gravity sideslip angle detection device may further include a communication interface and a communication bus.

[0060] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0061] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the vehicle center of gravity sideslip angle detection device, as well as interfaces used for interconnecting the vehicle center of gravity sideslip angle detection device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0062] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0063] The processor can be a general-purpose processor, which can call the vehicle center of gravity sideslip angle detection program stored in the memory and execute the vehicle center of gravity sideslip angle detection method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle center of gravity sideslip angle detection program is called can refer to the various embodiments of the vehicle center of gravity sideslip angle detection method of this application, and will not be repeated here.

[0064] Fourthly, embodiments of this application also provide a storage medium.

[0065] The storage medium stores a vehicle center of gravity sideslip angle detection program, wherein when the vehicle center of gravity sideslip angle detection program is executed by the processor, the steps of the above-described vehicle center of gravity sideslip angle detection method are implemented.

[0066] The method implemented when the vehicle center of gravity sideslip angle detection program is executed can be referred to in various embodiments of the vehicle center of gravity sideslip angle detection method of this application, and will not be repeated here.

[0067] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0068] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0069] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0070] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0071] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0072] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0073] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for detecting the sideslip angle of a vehicle's center of gravity, characterized in that, include: Based on the centroid sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation, the corresponding deviation optimization value and the deviation optimization value update ratio are obtained. Based on the update ratio of each deviation optimization value, the corresponding deviation optimization values ​​are compensated, and the actual sideslip angle of the centroid is obtained based on the centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, as well as the compensation results.

2. The method for detecting the sideslip angle of a vehicle's center of gravity as described in claim 1, characterized in that, The process of obtaining the centroid sideslip angle based on vehicle speed calculation, Kalman filtering, and geometric calculation methods, and acquiring the corresponding deviation optimization value and deviation optimization value update ratio, includes: Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle obtained by the vehicle speed calculation method, the Kalman filter calculation method, and the geometric calculation method respectively, the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the relative difference between each pair, are obtained. Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value; Based on the relative differences between pairs, the first deviation optimization value update ratio, the second deviation optimization value update ratio, and the third deviation optimization value update ratio are obtained.

3. The method for detecting the sideslip angle of a vehicle's center of gravity as described in claim 2, characterized in that, The process of obtaining the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value based on the first relative deviation value, the second relative deviation value, and the third relative deviation value includes: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first deviation weight, the second deviation weight, and the third deviation weight; Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, as well as the first deviation weight, the second deviation weight, and the third deviation weight, the first deviation optimization value, the second deviation optimization value, and the third deviation optimization value are obtained.

4. The method for detecting the sideslip angle of a vehicle's center of gravity as described in claim 3, characterized in that, The method of obtaining the first deviation weight, the second deviation weight, and the third deviation weight based on the first relative deviation value, the second relative deviation value, and the third relative deviation value includes: Based on the first relative deviation value, the second relative deviation value, and the third relative deviation value, obtain the first relative deviation degree, the second relative deviation degree, and the third relative deviation degree; Based on the first relative deviation, the second relative deviation, and the third relative deviation, the first deviation weight, the second deviation weight, and the third deviation weight are obtained.

5. The method for detecting the sideslip angle of a vehicle's center of gravity as described in claim 2, characterized in that, The first, second, and third centroid sideslip angles obtained based on vehicle speed calculation, Kalman filtering, and geometric calculation methods, respectively, and the first, second, and third relative deviation values, as well as the relative differences between each pair, are obtained, including: Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, obtain the average centroid sideslip angle and the relative difference between each pair; Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, as well as the average centroid sideslip angle, the first relative deviation value, the second relative deviation value, and the third relative deviation value are obtained.

6. The method for detecting the sideslip angle of a vehicle's center of gravity as described in claim 1, characterized in that, The process of compensating for each deviation optimization value based on the update ratio of each deviation optimization value, and obtaining the actual sideslip angle of the centroid based on the centroid sideslip angle obtained by vehicle speed calculation, Kalman filtering calculation, and geometric calculation, as well as the compensation result, includes: Based on the first deviation optimization value, second deviation optimization value, and third deviation optimization value corresponding to the first centroid sideslip angle, second centroid sideslip angle, and third centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method, and geometric calculation method, respectively, as well as the update ratio of the first deviation optimization value, the update ratio of the second deviation optimization value, and the update ratio of the third deviation optimization value, the first compensation value, the second compensation value, and the third compensation value are obtained. Based on the first compensation value, the second compensation value, and the third compensation value, as well as the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, the actual centroid sideslip angle is obtained.

7. The method for detecting the sideslip angle of a vehicle's center of gravity as described in claim 6, characterized in that, The method of obtaining the actual sideslip angle of the centroid based on the first compensation value, the second compensation value, and the third compensation value, as well as the first sideslip angle, the second sideslip angle, and the third sideslip angle, includes: The total compensation value is obtained based on the first compensation value, the second compensation value, and the third compensation value. Based on the first centroid sideslip angle, the second centroid sideslip angle, and the third centroid sideslip angle, the average centroid sideslip angle is obtained; The actual sideslip angle of the centroid is obtained based on the total compensation value and the average centroid sideslip angle.

8. A vehicle center of gravity sideslip angle detection device, characterized in that, include: The acquisition module is used to obtain the centroid sideslip angle based on the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, and to obtain the corresponding deviation optimization value and the deviation optimization value update ratio. The calculation module is used to compensate for each deviation optimization value based on the update ratio of each deviation optimization value, and to obtain the actual sideslip angle of the centroid based on the centroid sideslip angle obtained by the vehicle speed calculation method, Kalman filter calculation method and geometric calculation method, as well as the compensation result.

9. A vehicle center of gravity sideslip angle detection device, characterized in that, The vehicle center of gravity sideslip angle detection device includes a processor, a memory, and a vehicle center of gravity sideslip angle detection program stored in the memory and executable by the processor, wherein when the vehicle center of gravity sideslip angle detection program is executed by the processor, it implements the steps of the vehicle center of gravity sideslip angle detection method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a vehicle center of gravity sideslip angle detection program, wherein when the vehicle center of gravity sideslip angle detection program is executed by a processor, it implements the steps of the vehicle center of gravity sideslip angle detection method as described in any one of claims 1 to 7.

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