Vehicle motion control method, device and system and storage medium

Abstract

The invention discloses a vehicle motion control method, device and system and a storage medium, and the method comprises the steps: obtaining a vehicle state and a recognition result of a steering intention of a driver in a vehicle driving process; whether the vehicle is in an abnormal driving state or not is judged based on the recognition result; and when the vehicle is in the abnormal running state, at least one of the wheel driving force, the braking force, the rear wheel steering angle, the suspension damping and the rigidity is controlled by at least taking optimization of the vehicle handling stability as the target. According to the scheme provided by the invention, when the vehicle is in an abnormal driving state, the system carries out coordinated regulation and control on at least one parameter of the wheel driving force, the braking force, the rear wheel steering angle, the suspension damping and the rigidity, and the multi-parameter comprehensive control remarkably improves the operation stability of the vehicle under the complex working condition; therefore, the driving safety of the vehicle in the abnormal driving state is improved.

Description

Technical Field

[0001] This application relates to the field of active vehicle safety control technology, and in particular to a vehicle motion control method, device, system and storage medium. Background Technology

[0002] With the rapid development of the automotive industry and the continuous increase in road traffic flow, vehicle driving safety has become a focus of attention for the whole society. In complex road environments and variable driving conditions, abnormal vehicle driving states occur frequently and are difficult to predict. These abnormal states include, but are not limited to, skidding, loss of control, oversteering, and vehicle instability caused by uneven road surfaces or improper driver operation.

[0003] Traditional vehicle safety systems primarily rely on passive safety devices such as seat belts and airbags, as well as some basic active safety technologies such as anti-lock braking systems (ABS) and electronic stability programs (ESP). While these technologies improve vehicle safety to some extent, they still have limitations in dealing with complex and ever-changing abnormal driving conditions. For example, ABS mainly prevents wheel lock-up during emergency braking, and while ESP can correct oversteer or understeer to some extent, its effectiveness is limited by vehicle dynamics and road conditions. Furthermore, when the vehicle detects an abnormal state, traditional systems often only take relatively simple control measures, such as deceleration or braking, failing to comprehensively adjust multiple key vehicle parameters to optimize handling stability. Therefore, vehicle driving safety needs to be improved.

[0004] Therefore, optimizing vehicle handling stability and improving vehicle driving safety when abnormal driving conditions are detected is a technical problem that urgently needs to be solved in the field of vehicle safety technology. Summary of the Invention

[0005] This application provides a vehicle motion control method, device, system, and storage medium to improve vehicle driving safety.

[0006] This application provides a vehicle motion control method, including: During vehicle operation, the vehicle status and driver steering intention recognition results are obtained; Based on the identification results, determine whether the vehicle is in an abnormal driving state; When a vehicle exhibits abnormal driving behavior, at least one of the following should be controlled with the goal of optimizing vehicle handling stability: wheel drive force, braking force, rear wheel steering angle, suspension damping, and stiffness.

[0007] The beneficial effects of this application are as follows: by acquiring vehicle status and driver steering intention data in real time, abnormal driving conditions can be accurately identified. When an abnormal driving condition occurs, the system coordinates and regulates at least one parameter among wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness. This multi-parameter integrated control significantly improves the vehicle's handling stability under complex working conditions, thereby improving the vehicle's driving safety in abnormal driving conditions.

[0008] In one embodiment, obtaining the vehicle status includes: During vehicle operation, at least one of the following sensor signals is acquired through multiple preset sensors: Wheel speed, steering wheel angle, angular velocity and acceleration from a six-axis inertial measurement unit, and vertical acceleration signals from the four-wheel springs, wherein the signals are the raw signals acquired by the wheel speed sensor, steering wheel angle sensor, six-axis inertial measurement unit, and vertical acceleration sensor during vehicle operation; The original signal is digitally filtered; The filtered signal is compensated using sensor calibration data, and key state parameters during vehicle operation are analyzed to determine the vehicle state.

[0009] The beneficial effects of this embodiment are as follows: by collecting raw signals through multi-sensor fusion and processing them through digital filtering, noise reduction and calibration compensation, key vehicle state parameters such as wheel speed and attitude angle can be accurately analyzed, effectively eliminating sensor errors and environmental interference, and providing a highly reliable data foundation for abnormal state identification.

[0010] In one embodiment, determining whether the vehicle is in an abnormal driving state based on the identification result includes: Based on the identification results, determine whether the vehicle is experiencing at least one of the following abnormal driving states during operation: Loss of stability, vehicle body posture exceeding preset range, special driving scenarios.

[0011] The beneficial effects of this embodiment are as follows: based on the comprehensive judgment of abnormal states such as loss of stability, large changes in vehicle body posture and special scenarios based on multi-dimensional recognition results, it can achieve full coverage monitoring from normal working conditions to extreme conditions, improve the comprehensiveness and accuracy of abnormal state recognition, and provide accurate triggering basis for subsequent active control.

[0012] In one embodiment, when the vehicle experiences an abnormal driving state, controlling at least one of the following—wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness—with the objective of optimizing vehicle handling stability includes: Generate control instructions that include at least stability control; The command arbitration submodule combines the control command with the physical limits and available range of each actuator to perform multi-objective coordination and command fusion, determine the final control command, and output it to each actuator corresponding to the control command, so as to control at least one of the wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness.

[0013] The beneficial effects of this embodiment are as follows: through the multi-objective coordinated command arbitration mechanism, the physical limits of the actuator and the dynamic requirements of the vehicle can be comprehensively considered to generate precise and integrated control commands, realize the optimal solution of multi-parameter collaborative control, avoid execution conflicts, and significantly improve the control effect and reliability of vehicle handling stability under abnormal working conditions.

[0014] In one embodiment, the generation of control instructions that include at least stability control includes: Generate control commands related to pre-stability control, traction control, vehicle dynamics control, and split-road control functions to control at least one of wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness to optimize vehicle handling stability.

[0015] The beneficial effects of this embodiment are as follows: by generating diversified commands covering pre-stabilization, traction, dynamics and split road surface control, multiple parameters can be precisely adjusted for different abnormal working conditions, thereby optimizing vehicle handling stability in all scenarios and significantly improving active safety performance in complex road conditions and extreme driving.

[0016] In one embodiment, the pre-stability control function is implemented as follows: When the vehicle becomes unstable during driving, the vehicle's driving posture is corrected in real time by adjusting the rear wheel steering angle and driving force.

[0017] The beneficial effects of this embodiment are as follows: by adjusting the rear wheel steering angle and driving force in real time, the pre-stability control function can actively intervene in the vehicle attitude, quickly correct the trajectory deviation in the early stage of instability, effectively suppress the tendency of sideslip and fishtailing, and significantly improve the handling stability and safety when changing lanes at high speed or driving on low-friction surfaces.

[0018] In one embodiment, the vehicle dynamic control function is implemented as follows: When the vehicle is turning, engine torque control and active braking control are used to suppress understeer caused by front wheel sideslip and tail-wagging caused by rear wheel sideslip. By utilizing the adhesion characteristics between the tire and the road surface, the yaw moment can be controlled to the maximum extent. The combined traction control system ensures the stability of the vehicle's drive and steering during driving; The combined anti-lock braking system ensures the vehicle's braking and steering stability during driving.

[0019] The beneficial effects of this embodiment are as follows: by coordinating engine torque and active braking control, understeer and fishtailing are effectively suppressed; by combining tire adhesion characteristics to optimize yaw moment and linking traction and anti-lock braking system, stable control of steering in all scenarios under driving and braking conditions is achieved, significantly improving vehicle handling safety.

[0020] This application also provides a vehicle motion control device, including: The acquisition module is used to acquire the vehicle status and the recognition results of the driver's steering intention during vehicle operation; The judgment module is used to determine whether the vehicle is in an abnormal driving state based on the recognition result; The control module is used to control at least one of the following: wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness, with the goal of optimizing vehicle handling stability, when the vehicle is in an abnormal driving state.

[0021] In one embodiment, the acquisition module includes: The acquisition submodule is used to acquire at least one of the following sensor signals through multiple preset sensors during vehicle operation: Wheel speed, steering wheel angle, angular velocity and acceleration from a six-axis inertial measurement unit, and vertical acceleration signals from the four-wheel springs, wherein the signals are the raw signals acquired by the wheel speed sensor, steering wheel angle sensor, six-axis inertial measurement unit, and vertical acceleration sensor during vehicle operation; A filtering submodule is used to perform digital filtering on the original signal; The parsing submodule is used to compensate the filtered signal using sensor calibration data, parse out the key state parameters during vehicle operation, and determine the key state parameters as the vehicle state.

[0022] In one embodiment, the determining module includes: The judgment submodule is used to determine, based on the recognition result, whether the vehicle has experienced at least one of the following abnormal driving states during operation: Loss of stability, vehicle body posture exceeding preset range, special driving scenarios.

[0023] In one embodiment, the control module includes: A generation submodule is used to generate control instructions that include at least stability control. The command arbitration submodule is used to combine the control command with the physical limits and available range of each actuator to perform multi-objective coordination and command fusion, determine the final control command, and output it to each actuator corresponding to the control command, so as to control at least one of the wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness.

[0024] In one embodiment, the ecological submodule includes: Generate control commands related to pre-stability control, traction control, vehicle dynamics control, and split-road control functions to control at least one of wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness to optimize vehicle handling stability.

[0025] In one embodiment, the pre-stability control function is implemented as follows: When the vehicle becomes unstable during driving, the vehicle's driving posture is corrected in real time by adjusting the rear wheel steering angle and driving force.

[0026] In one embodiment, the vehicle dynamic control function is implemented as follows: When the vehicle is turning, engine torque control and active braking control are used to suppress understeer caused by front wheel sideslip and tail-wagging caused by rear wheel sideslip. By utilizing the adhesion characteristics between the tire and the road surface, the yaw moment can be controlled to the maximum extent. The combined traction control system ensures the stability of the vehicle's drive and steering during driving; The combined anti-lock braking system ensures the vehicle's braking and steering stability during driving.

[0027] This application also provides a vehicle motion control system, including: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to implement the vehicle motion control method described in any of the above embodiments.

[0028] This application also provides a computer-readable storage medium, which, when the instructions in the storage medium are executed by a processor corresponding to a vehicle motion control system, enables the vehicle motion control system to implement the vehicle motion control method described in any of the above embodiments.

[0029] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0030] The technical solution of this application will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0031] The accompanying drawings are provided to further illustrate the present application and form part of the specification. They are used together with the embodiments of the present application to explain the application and do not constitute a limitation thereof. In the drawings: Figure 1 This is a flowchart of a vehicle motion control method according to an embodiment of this application; Figure 2 This is a schematic diagram of the architecture consisting of two electronic control units in one embodiment of this application; Figure 3 This is a schematic diagram of the software architecture corresponding to a vehicle motion control method in one embodiment of this application; Figure 4 This is a schematic diagram of the architecture of a vehicle dynamics model in one embodiment of this application; Figure 5 This is a block diagram of a vehicle motion control device according to an embodiment of this application; Figure 6 This is a schematic diagram of the hardware structure of a vehicle motion control system according to one embodiment of this application. Detailed Implementation

[0032] The preferred embodiments of this application are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit this application.

[0033] Figure 1 This is a flowchart of a vehicle motion control method according to an embodiment of this application, such as... Figure 1 As shown, the method can be implemented as follows: S101-S103: In step S101, during vehicle operation, the vehicle status and the driver's steering intention recognition results are acquired. In step S102, it is determined whether the vehicle is in an abnormal driving state based on the identification result; In step S103, when the vehicle experiences an abnormal driving state, at least one of the following is controlled with the goal of optimizing vehicle handling stability: wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness.

[0034] Figure 2 This is a schematic diagram of an architecture consisting of two electronic control units in one embodiment of this application. The subject of this application is... Figure 2 The two electronic control units shown are as follows: Figure 2 As shown, Electronic Control Unit A (ECU A) is responsible for the hard-wired control of the suspension's shock absorbers, air spring valve bodies, and air pump current in the driving comfort function, and is also the main control chip for the electronic parking brake. ECU B is the main control chip for the vehicle motion control system, performing sensor signal processing, vehicle dynamics model calculations, calculations for various domain control function modules, command arbitration, and actuator margin calculations. It can also process raw wheel speed signals according to the functional requirements of the vehicle motion control system. ECU A and ECU B communicate internally. ECU A transmits acceleration and angular velocity data from the six-axis inertial measurement unit, the status of the shock absorbers and air spring system, and the status of the electronic parking brake to ECU B. ECU B provides ECU A with target current control commands for the shock absorbers and air springs. ECU A and ECU B respectively send signals related to the vehicle motion control system, air springs, and electronic parking brake to the CAN bus, enabling vehicle-wide communication within the vehicle motion control system.

[0035] In this application, the vehicle status and the driver's steering intention are identified during vehicle operation. Specifically, when acquiring vehicle status and driver steering intention recognition results, raw signals such as wheel speed, steering wheel angle, angular velocity / acceleration, and vertical acceleration on the four wheel springs are acquired in real time through wheel speed sensors, steering wheel angle sensors, a six-axis inertial measurement unit (IMU), and a vertical acceleration sensor. The raw signals are digitally filtered (e.g., low-pass filtered) to eliminate noise, and sensor calibration data is used to compensate for errors, resolving key parameters such as vehicle speed, slip ratio, and yaw rate. Driver intention recognition: Based on steering wheel angle and throttle opening signals, combined with the vehicle dynamics model, the driver's steering intention (e.g., lane change, sharp turn) is determined.

[0036] Based on the identification results, determine whether the vehicle is in an abnormal driving state; Specifically, when determining whether a vehicle is experiencing abnormal driving conditions, it is necessary to define abnormal states. For example, setting thresholds for stability loss (e.g., yaw rate exceeding a threshold), excessive vehicle posture amplitude (e.g., roll angle > 5°), and special scenarios (e.g., split-plane roads, low-traction roads). The analyzed vehicle state parameters (e.g., lateral acceleration, yaw rate) are compared with preset thresholds; if any parameter exceeds the limit, an abnormal state flag is triggered. Additionally, special driving scenarios (e.g., slippery roads) can be identified using GPS or camera data, activating corresponding control strategies.

[0037] When a vehicle exhibits abnormal driving behavior, at least one of the following should be controlled with the goal of optimizing vehicle handling stability: wheel drive force, braking force, rear wheel steering angle, suspension damping, and stiffness.

[0038] Figure 3 This is a schematic diagram of the software architecture corresponding to a vehicle motion control method in one embodiment of this application. For example... Figure 3 As shown, in addition to optimizing vehicle handling stability, it can also optimize vehicle comfort or activate special driving functions corresponding to special driving scenarios.

[0039] When stability is lost, the goal is to optimize vehicle handling stability; when the vehicle body posture amplitude exceeds the preset amplitude, the goal is to optimize vehicle comfort; when a special driving scenario occurs, the special driving function corresponding to the special driving scenario is activated.

[0040] Among them, stability control functions include pre-stability control, traction control, vehicle dynamic control, and split-road control functions; special driving functions include crab steering, low-speed driving characteristics, and steering torque compensation functions; comfort control functions include anti-pitch control and anti-roll control functions.

[0041] The crab steering function is as follows: During vehicle movement, the rear wheel steering always follows the front wheel steering action, ensuring that the rear wheel angle and the front wheel angle are always consistent in size and direction, so as to achieve parallel diagonal movement of the vehicle, and the vehicle does not yaw during normal crab steering; the function will normally disengage when encountering driving input that does not meet the functional requirements; during crab steering, the rear wheel angle is mainly controlled, and the slip ratio is controlled when necessary to adapt to the special needs of vehicle driving.

[0042] In this application, when optimizing vehicle handling stability, optimizing vehicle comfort, and activating special driving functions, control commands for stability control, special driving functions, and comfort control are generated through a multi-mode control function module.

[0043] When generating control commands, the actuator margin management module calculates the physical limits and available range of each actuator in real time during vehicle operation and sends them to the command arbitration submodule. The command arbitration submodule combines the control commands generated by the multi-mode control function module with the physical limits and available range of each actuator to perform multi-objective coordination and command fusion, and outputs the final control commands to each actuator.

[0044] The control arbitration process involves: receiving control targets from various control functions; comprehensively considering the actuator margins and their current states during vehicle operation; deciding on actuator commands for the drive, braking, steering, and suspension systems of the vehicle motion control system; accurately determining the vehicle's stability margin based on the real-time motion state during vehicle operation; determining the control commands for the chassis domain based on the priority settings for vehicle lateral and longitudinal stability; and filtering the generated control commands to ensure their accuracy and reliability during vehicle operation. The actuator margin calculation process involves: calculating the execution margins of the four subsystems (drive, braking, steering, and suspension) during vehicle operation based on the maximum and minimum executable values ​​of the actuators due to mechanical design or vehicle limits; and outputting these margins to the control arbitration module; receiving the status signals of each actuator during vehicle operation; and constraining the output actuator margin values ​​based on the actuator's normal or fault state to prevent control execution failure during vehicle operation due to unreasonable commands.

[0045] The beneficial effects of this application are as follows: by acquiring vehicle status and driver steering intention data in real time, abnormal driving conditions can be accurately identified. When an abnormal driving condition occurs, the system coordinates and regulates at least one parameter among wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness. This multi-parameter integrated control significantly improves the vehicle's handling stability under complex working conditions, thereby improving the vehicle's driving safety in abnormal driving conditions.

[0046] In one embodiment, obtaining the vehicle status in step S101 above can be implemented as follows: During vehicle operation, at least one of the following sensor signals is acquired through multiple preset sensors: Wheel speed, steering wheel angle, angular velocity and acceleration from a six-axis inertial measurement unit, and vertical acceleration signals from the four-wheel springs, wherein the signals are the raw signals acquired by the wheel speed sensor, steering wheel angle sensor, six-axis inertial measurement unit, and vertical acceleration sensor during vehicle operation; The original signal is digitally filtered; The filtered signal is compensated using sensor calibration data, and key state parameters during vehicle operation are analyzed to determine the vehicle state.

[0047] This application includes a signal preprocessing module. Upon receiving sensor signals, this module digitally filters the raw signals generated during vehicle operation by wheel speed sensors, steering wheel angle sensors, six-axis inertial measurement units, and vertical acceleration sensors to eliminate signal noise. It then compensates the filtered signals using sensor calibration data, extracts key state parameters during vehicle operation, and uses these key state parameters as the vehicle state. Specifically, the vehicle state may include at least one of the following: Wheel speed, wheel acceleration, vehicle speed, slip ratio, longitudinal / lateral acceleration and yaw rate, center of gravity sideslip angle, pitch angle, and roll angle.

[0048] Specifically, Figure 4 This is a schematic diagram of the architecture of a vehicle dynamics model in one embodiment of this application, wherein the vehicle speed in the vehicle state is calculated by the vehicle dynamics model, such as... Figure 4 As shown, the vehicle dynamics model can be divided into three parts: wheel speed screening, signal preprocessing, and vehicle speed calculation. In the wheel speed screening module, the system monitors and filters the wheel speeds of the four wheels (left front, right front, left rear, and right rear) separately, providing basic data for subsequent dynamics calculations. The signal preprocessing module is responsible for processing wheel speed and inertial measurement unit (IMU) signals. By integrating wheel speed and IMU data, state fusion output is performed to eliminate signal noise and interference, providing accurate input signals for subsequent vehicle speed calculations. The vehicle speed calculation module is the core of the entire architecture, integrating multiple sub-modules to achieve accurate vehicle speed calculation. The vertical force estimation and road adhesion coefficient estimation modules consider the interaction between the vehicle and the road surface, providing key parameters for the dynamics model; the tire longitudinal force estimation module combines the longitudinal dynamics model to analyze the forces acting on the tires during driving, thereby estimating the vehicle speed; the gradient estimation and air resistance estimation modules consider the influence of driving environment factors on vehicle speed and optimize the calculation results. Furthermore, this module also uses Kalman filtering technology, combined with the lateral dynamics model, to further process and optimize the signals to improve the accuracy and stability of vehicle speed calculations. The vehicle speed coarse calculation and wheel speed conversion modules process the preliminary calculation results to obtain the accurate vehicle speed value. In summary, the vehicle dynamics model architecture realizes the modeling of vehicle motion state and the calculation of vehicle speed, providing basic data support for the vehicle chassis domain control function.

[0049] The beneficial effects of this embodiment are as follows: by collecting raw signals through multi-sensor fusion and processing them through digital filtering, noise reduction and calibration compensation, key vehicle state parameters such as wheel speed and attitude angle can be accurately analyzed, effectively eliminating sensor errors and environmental interference, and providing a highly reliable data foundation for abnormal state identification.

[0050] In one embodiment, step S102 can be implemented as follows: Based on the identification results, determine whether the vehicle is experiencing at least one of the following abnormal driving states during operation: Loss of stability, vehicle body posture exceeding preset range, special driving scenarios.

[0051] The beneficial effects of this embodiment are as follows: based on the comprehensive judgment of abnormal states such as loss of stability, large changes in vehicle body posture and special scenarios based on multi-dimensional recognition results, it can achieve full coverage monitoring from normal working conditions to extreme conditions, improve the comprehensiveness and accuracy of abnormal state recognition, and provide accurate triggering basis for subsequent active control.

[0052] In one embodiment, step S103 above can be implemented as the following steps A1-A2: In step A1, control instructions that include at least stability control are generated; In step A2, the command arbitration submodule combines the control command with the physical limits and available range of each actuator to perform multi-objective coordination and command fusion, determine the final control command, and output it to each actuator corresponding to the control command, so as to control at least one of the wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness.

[0053] The beneficial effects of this embodiment are as follows: through the multi-objective coordinated command arbitration mechanism, the physical limits of the actuator and the dynamic requirements of the vehicle can be comprehensively considered to generate precise and integrated control commands, realize the optimal solution of multi-parameter collaborative control, avoid execution conflicts, and significantly improve the control effect and reliability of vehicle handling stability under abnormal working conditions.

[0054] In one embodiment, step A1 above can be implemented as follows: Generate control commands related to pre-stability control, traction control, vehicle dynamics control, and split-road control functions to control at least one of wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness to optimize vehicle handling stability.

[0055] The beneficial effects of this embodiment are as follows: by generating diversified commands covering pre-stabilization, traction, dynamics and split road surface control, multiple parameters can be precisely adjusted for different abnormal working conditions, thereby optimizing vehicle handling stability in all scenarios and significantly improving active safety performance in complex road conditions and extreme driving.

[0056] In one embodiment, the pre-stability control function is implemented as follows: When the vehicle becomes unstable during driving, the vehicle's driving posture is corrected in real time by adjusting the rear wheel steering angle and driving force.

[0057] The beneficial effects of this embodiment are as follows: by adjusting the rear wheel steering angle and driving force in real time, the pre-stability control function can actively intervene in the vehicle attitude, quickly correct the trajectory deviation in the early stage of instability, effectively suppress the tendency of sideslip and fishtailing, and significantly improve the handling stability and safety when changing lanes at high speed or driving on low-friction surfaces.

[0058] In one embodiment, the vehicle dynamic control function can be implemented by the following steps B1-B4: In step B1, under the steering condition of the vehicle, engine torque control and active braking control are used to suppress understeer caused by front wheel sideslip and vehicle fishtailing caused by rear wheel sideslip. In step B2, the yaw moment is maximized by utilizing the adhesion characteristics between the tire and the road surface. In step B3, the traction control system is used to ensure the driving and steering stability of the vehicle during driving. In step B4, the combined anti-lock braking system ensures the braking and steering stability of the vehicle during driving.

[0059] The beneficial effects of this embodiment are as follows: by coordinating engine torque and active braking control, understeer and fishtailing are effectively suppressed; by combining tire adhesion characteristics to optimize yaw moment and linking traction and anti-lock braking system, stable control of steering in all scenarios under driving and braking conditions is achieved, significantly improving vehicle handling safety.

[0060] In one embodiment, the split-road control function can be implemented by the following steps: By monitoring the difference in the coefficient of adhesion between the left and right wheels of a vehicle, the braking force or driving force distribution between the left and right wheels is actively adjusted during braking or acceleration. At the same time, the rear wheel angle is actively adjusted according to the yaw motion state of the vehicle to prevent yaw instability caused by the difference in adhesion between the left and right wheels, thus ensuring stability and controllability on wet or complex road surfaces.

[0061] In one embodiment, the anti-pitch control function can be implemented in two ways: braking anti-pitch function and driving anti-pitch function. In the braking anti-pitch function, the vehicle motion control system monitors the vehicle braking status during the vehicle's driving and braking process, adjusts the suspension damping in real time, and appropriately reduces the braking pressure in the later stage of the braking process to achieve a smooth reduction in braking deceleration and reduce the pitch motion of the sprung mass during the driving and braking process. In the anti-pitch function, the vehicle motion control system monitors the vehicle's driving status during the driving process, adjusts the suspension damping in real time, and appropriately reduces the driving torque in the early stage of driving to achieve a smooth increase in vehicle acceleration, thereby reducing vehicle pitch and improving the riding experience for the driver and passengers during vehicle operation.

[0062] In addition, existing technologies have the following drawbacks: vehicle chassis control systems mostly adopt a distributed electronic control unit architecture, with each subsystem, such as the anti-lock braking system, traction control system, electronic stability program, and active suspension system, typically implementing its specific function through independent controllers. These subsystems exchange limited data via CAN or CAN-FD buses, lacking a deep-level coordination mechanism.

[0063] This application addresses the shortcomings of existing chassis control systems in terms of functional coordination, state estimation, control arbitration, and system scalability when performing vehicle motion control. It provides a highly integrated, modular, and scalable application-layer software architecture for a vehicle motion control system, enabling deep integration and coordinated control of various chassis subsystems (drive, braking, steering, and suspension).

[0064] As described above, this application proposes an application layer software architecture for a vehicle motion control system to address the shortcomings of existing chassis control systems in terms of functional coordination, state estimation, control arbitration, and system scalability. This architecture runs in the chassis domain controller and includes a signal preprocessing module, a vehicle dynamics model module, a multi-mode control function module, a command arbitration module, and an actuator margin management module. The system comprises three main components: a signal preprocessing module, a vehicle dynamics model module, and a control function module. The signal preprocessing module filters, compensates, and analyzes the raw signals from various sensors (such as wheel speed sensors, steering wheel angle sensors, six-axis inertial measurement units, and vertical acceleration sensors). The vehicle dynamics model module integrates multi-source signals to estimate vehicle states (such as vehicle speed, slip ratio, center of gravity sideslip angle, pitch angle, roll angle, etc.) and parameters (such as road adhesion coefficient and vertical force, etc.). The control function module includes three sub-modules: stability control, special driving functions, and comfort control, each responsible for generating corresponding control commands under different operating conditions. The command arbitration module coordinates and fuses multiple objectives based on the real-time vehicle state and the outputs of each function module, combined with actuator margin information, and outputs the final control commands to each actuator (drive, braking, steering, and suspension). The actuator margin management module calculates the physical limits and usable range of each actuator in real time, providing constraints for the arbitration module.

[0065] Figure 5 This is a block diagram of a vehicle motion control device according to an embodiment of this application, such as... Figure 5 As shown, it includes: The acquisition module 501 is used to acquire the vehicle status and the recognition results of the driver's steering intention during vehicle operation. The judgment module 502 is used to determine whether the vehicle has an abnormal driving state based on the recognition result; The control module 503 is used to control at least one of the following, namely wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness, with the goal of optimizing vehicle handling stability, when the vehicle is in an abnormal driving state.

[0066] In one embodiment, the acquisition module includes: The acquisition submodule is used to acquire at least one of the following sensor signals through multiple preset sensors during vehicle operation: Wheel speed, steering wheel angle, angular velocity and acceleration from a six-axis inertial measurement unit, and vertical acceleration signals from the four-wheel springs, wherein the signals are the raw signals acquired by the wheel speed sensor, steering wheel angle sensor, six-axis inertial measurement unit, and vertical acceleration sensor during vehicle operation; A filtering submodule is used to perform digital filtering on the original signal; The parsing submodule is used to compensate the filtered signal using sensor calibration data, parse out the key state parameters during vehicle operation, and determine the key state parameters as the vehicle state.

[0067] In one embodiment, the determining module includes: The judgment submodule is used to determine, based on the recognition result, whether the vehicle has experienced at least one of the following abnormal driving states during operation: Loss of stability, vehicle body posture exceeding preset range, special driving scenarios.

[0068] In one embodiment, the control module includes: A generation submodule is used to generate control instructions that include at least stability control. The command arbitration submodule is used to combine the control command with the physical limits and available range of each actuator to perform multi-objective coordination and command fusion, determine the final control command, and output it to each actuator corresponding to the control command, so as to control at least one of the wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness.

[0069] In one embodiment, the ecological submodule includes: Generate control commands related to pre-stability control, traction control, vehicle dynamics control, and split-road control functions to control at least one of wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness to optimize vehicle handling stability.

[0070] In one embodiment, the pre-stability control function is implemented as follows: When the vehicle becomes unstable during driving, the vehicle's driving posture is corrected in real time by adjusting the rear wheel steering angle and driving force.

[0071] In one embodiment, the vehicle dynamic control function is implemented as follows: When the vehicle is turning, engine torque control and active braking control are used to suppress understeer caused by front wheel sideslip and tail-wagging caused by rear wheel sideslip. By utilizing the adhesion characteristics between the tire and the road surface, the yaw moment can be controlled to the maximum extent. The combined traction control system ensures the stability of the vehicle's drive and steering during driving; The combined anti-lock braking system ensures the vehicle's braking and steering stability during driving.

[0072] This application also provides a vehicle motion control system, including: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to implement the vehicle motion control method described in any of the above embodiments.

[0073] Figure 6 This is a schematic diagram of the hardware structure of a vehicle motion control system according to one embodiment of this application, as shown below. Figure 6 As shown, the vehicle motion control system includes: At least one processor 620; and, Memory 604 communicatively connected to the at least one processor 620; wherein, The memory 604 stores instructions that can be executed by the at least one processor 620 to implement the vehicle motion control method described in any of the above embodiments.

[0074] Reference Figure 6 The vehicle motion control system 600 may include one or more of the following components: a processing component 602, a memory 604, a power supply component 606, an input / output (I / O) interface 608, a sensor component 610, and a communication component 612.

[0075] Processing component 602 typically controls the overall operation of the vehicle motion control system 600. Processing component 602 may include one or more processors 620 to execute instructions to complete all or part of the steps of the method described above. Furthermore, processing component 602 may include one or more modules to facilitate interaction between processing component 602 and other components. The processor 620 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0076] Memory 604 is configured to store various types of data to support the operation of vehicle motion control system 600. Examples of this data include instructions for any application or method operating on vehicle motion control system 600. Memory 604 may be an internal storage unit of the terminal device, such as a hard disk or memory of the terminal device. Memory 604 may also be an external storage device of the terminal device, such as a plug-in hard disk equipped on the terminal device. Memory 604 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Memory 604 is used to store programs and data required by this application. Memory 604 may also be used to temporarily store data that has been output or will be output.

[0077] The power supply assembly 606 provides power to various components of the vehicle motion control system 600. The power supply assembly 606 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the vehicle motion control system 600.

[0078] I / O interface 608 provides an interface between processing component 602 and peripheral interface modules, such as keyboards, click wheels, buttons, etc.

[0079] Sensor assembly 610 includes one or more sensors for providing status assessments of various aspects of the vehicle motion control system 600. Additionally, sensor assembly 610 can detect the on / off state of the vehicle motion control system 600, the relative positioning of components, and the operational status of the vehicle motion control system 600 or a component of the vehicle motion control system 600. In some embodiments, sensor assembly 610 may include an accelerometer, gyroscope, magnetometer, pressure sensor, or temperature sensor, etc.

[0080] Communication component 612 is configured to enable vehicle motion control system 600 to provide wired or wireless communication capabilities with other devices and cloud platforms. Vehicle motion control system 600 can access wireless networks based on communication standards, such as WiFi, 2G, or 3G, or combinations thereof. In one exemplary embodiment, communication component 616 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 616 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0081] In an exemplary embodiment, the vehicle motion control system 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle motion control method described in any of the above embodiments.

[0082] This application also provides a computer-readable storage medium, which, when the instructions in the storage medium are executed by a processor corresponding to the vehicle motion control system, enables the vehicle motion control system to implement the vehicle motion control method described in any of the above embodiments.

[0083] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0084] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0085] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0086] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0087] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A vehicle motion control method, characterized in that, include: During vehicle operation, the vehicle status and driver steering intention recognition results are obtained; Based on the identification results, determine whether the vehicle is in an abnormal driving state; When a vehicle exhibits abnormal driving behavior, at least one of the following should be controlled with the goal of optimizing vehicle handling stability: wheel drive force, braking force, rear wheel steering angle, suspension damping, and stiffness.

2. The method as described in claim 1, characterized in that, The process of obtaining the vehicle status includes: During vehicle operation, at least one of the following sensor signals is acquired through multiple preset sensors: Wheel speed, steering wheel angle, angular velocity and acceleration from a six-axis inertial measurement unit, and vertical acceleration signals from the four-wheel springs, wherein the signals are the raw signals acquired by the wheel speed sensor, steering wheel angle sensor, six-axis inertial measurement unit, and vertical acceleration sensor during vehicle operation; The original signal is digitally filtered; The filtered signal is compensated using sensor calibration data, and key state parameters during vehicle operation are analyzed to determine the vehicle state.

3. The method as described in claim 1, characterized in that, The step of determining whether the vehicle is in an abnormal driving state based on the recognition result includes: Based on the identification results, determine whether the vehicle is experiencing at least one of the following abnormal driving states during operation: Loss of stability, vehicle body posture exceeding preset range, special driving scenarios.

4. The method as described in claim 1, characterized in that, When the vehicle exhibits abnormal driving conditions, the control measures, with the objective of optimizing vehicle handling stability, include controlling at least one of the following: wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness: Generate control instructions that include at least stability control; The command arbitration submodule combines the control command with the physical limits and available range of each actuator to perform multi-objective coordination and command fusion, determine the final control command, and output it to each actuator corresponding to the control command, so as to control at least one of the wheel driving force, braking force, rear wheel steering angle, suspension damping and stiffness.

5. The method as described in claim 4, characterized in that, The generation of control instructions includes at least stability control, including: Generate control commands related to pre-stability control, traction control, vehicle dynamics control, and split-road control functions to control at least one of wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness to optimize vehicle handling stability.

6. The method as described in claim 5, characterized in that, The pre-stability control function is implemented as follows: When the vehicle becomes unstable during driving, the vehicle's driving posture is corrected in real time by adjusting the rear wheel steering angle and driving force.

7. The method as described in claim 6, characterized in that, The vehicle dynamic control function is implemented as follows: When the vehicle is turning, engine torque control and active braking control are used to suppress understeer caused by front wheel sideslip and tail-wagging caused by rear wheel sideslip. By utilizing the adhesion characteristics between the tire and the road surface, the yaw moment can be controlled to the maximum extent. The combined traction control system ensures the stability of the vehicle's drive and steering during driving; The combined anti-lock braking system ensures the vehicle's braking and steering stability during driving.

8. A vehicle motion control device, characterized in that, include: The acquisition module is used to acquire the vehicle status and the recognition results of the driver's steering intention during vehicle operation; The judgment module is used to determine whether the vehicle is in an abnormal driving state based on the recognition result; The control module is used to control at least one of the following: wheel driving force, braking force, rear wheel steering angle, suspension damping, and stiffness, with the goal of optimizing vehicle handling stability, when the vehicle is in an abnormal driving state.

9. A vehicle motion control system, characterized in that, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to implement the vehicle motion control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the processor corresponding to the vehicle motion control system, the vehicle motion control system is able to implement the vehicle motion control method as described in any one of claims 1-7.

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