Vehicle stability control method and device, target vehicle and storage medium

Abstract

The present application relates to the technical field of vehicle control, and in particular to a vehicle stability control method and device, a target vehicle and a storage medium. Current basic camber angles corresponding to each target wheel in a target vehicle are obtained. Correction parameters corresponding to each target wheel are obtained. The correction parameters include at least one of the current tire pressure, the current inner-outer temperature difference of the tire, the current road adhesion coefficient, the current driver driving data, and the target tire wear parameter. Based on the correction parameters corresponding to the target wheel, the current basic camber angle corresponding to the target wheel is corrected to obtain the current optimal camber angle corresponding to the target wheel. Based on the current optimal camber angle corresponding to each target wheel, each target wheel is controlled to ensure the stability of the target vehicle. Four-wheel independent control is realized, the vehicle body posture is optimized, the over-bend roll and straight-line deviation are reduced, and the risk of slipping in wet / snowy scenes is reduced, so that the target vehicle can adapt to all driving scenes.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to a vehicle stability control method, device, target vehicle, and storage medium. Background Technology

[0002] The camber angle, the angle between the tire's center plane and the plane perpendicular to the ground, is a key parameter for optimizing tire contact with the ground. Its core function directly serves three core requirements: driving stability, handling, and tire life. In steering scenarios, most models employ a "negative camber" design, where the tire's upper edge tilts outwards. During cornering, the body roll causes the outer tire to "flatten," effectively increasing the contact patch and preventing the tire edge from lifting off the ground, thus improving cornering grip and handling limits. This characteristic is particularly important in sports vehicles. In straight-line driving scenarios, a proper camber angle can counteract the slight deformation of the suspension system caused by bumps and compression, ensuring the tire maintains a large contact area with the ground. This avoids tire "inward" or "outward" deviations that can cause veering, ensuring straight-line stability. Simultaneously, accurately setting the camber angle can prevent one-sided tire contact with the ground due to excessive angles (positive or negative), ensuring even force distribution on the tire's contact patch, reducing uneven wear, and extending tire life.

[0003] Based on the above functions, the camber angle settings of different car models vary: ordinary family cars usually use a smaller negative camber angle (or close to zero) to balance comfort, wear resistance and stability; sports cars increase the negative camber angle to prioritize handling performance.

[0004] However, a fixed camber angle is difficult to adapt to all driving scenarios. How to calculate the optimal camber angle of a vehicle and then control the vehicle based on the optimal camber angle to adapt to all driving scenarios has become an urgent problem to be solved. Summary of the Invention

[0005] This invention provides a vehicle stability control method, device, target vehicle, and storage medium to solve the problem of how to calculate the optimal camber angle of a vehicle and then control the vehicle based on the optimal camber angle to adapt to all driving scenarios.

[0006] In a first aspect, the present invention provides a vehicle stability control method, the method comprising: acquiring the current base camber angle corresponding to each target wheel in a target vehicle; acquiring correction parameters corresponding to each target wheel; the correction parameters including at least one of current tire pressure, current tire inner and outer temperature difference, current road surface adhesion coefficient, current driver driving data, and target tire wear parameters; correcting the current base camber angle corresponding to the target wheel based on the correction parameters corresponding to the target wheel to obtain the current optimal camber angle corresponding to the target wheel; and controlling each target wheel based on the current optimal camber angle corresponding to each target wheel to ensure the stability of the target vehicle.

[0007] In one optional implementation, obtaining the current base camber angle corresponding to each target wheel in the target vehicle includes: for each target wheel, obtaining the current vehicle speed and the current tire rotation angle corresponding to the target wheel; and determining the current base camber angle corresponding to each target wheel based on the current vehicle speed and the current tire rotation angle corresponding to each target wheel.

[0008] In one optional implementation, the current base camber angle corresponding to the target wheel is corrected based on the correction parameters corresponding to the target wheel to obtain the current optimal camber angle corresponding to the target wheel. This includes: determining a first camber angle correction based on the current tire pressure and the current temperature difference between the inner and outer surfaces of the tire; and / or determining a second camber angle correction based on the current road surface adhesion coefficient; and / or determining a third camber angle correction based on the current driver's driving data; and / or determining a fourth camber angle correction based on the target tire wear parameters; and correcting the current base camber angle based on the first camber angle correction, and / or the second camber angle correction, and / or the third camber angle correction, and / or the fourth camber angle correction to obtain the optimal camber angle.

[0009] In one optional implementation, determining a first camber angle correction based on the current tire pressure and the current temperature difference between the inner and outer surfaces of the tire includes: obtaining a first lateral force balance equation for the target vehicle under standard conditions; the standard conditions characterize the tire pressure as rated and the temperature difference between the inner and outer surfaces of the tire as 0; calculating the current lateral stiffness and current camber stiffness of the target vehicle based on the current tire pressure and the current temperature difference between the inner and outer surfaces of the tire; constructing a second lateral force balance equation for the current conditions based on the current lateral stiffness and the current camber stiffness; the current conditions characterize the current tire pressure and the current temperature difference between the inner and outer surfaces of the tire; and calculating the first camber angle correction amount equivalent to the standard conditions based on the second lateral force balance equation and the first lateral force balance equation.

[0010] In one optional implementation, determining the third camber angle correction amount based on current driver driving data includes: acquiring current driver driving data; the current driver driving data includes at least one of steering characteristic data, pedal data, vehicle dynamic data, and trip statistics; determining the driver driving mode based on the current driver driving data; acquiring the current vehicle speed and current steering wheel angle corresponding to the target vehicle; and determining the third camber angle correction amount corresponding to the target wheel based on the driver driving mode, current vehicle speed, and current steering wheel angle.

[0011] In one optional implementation, determining the fourth camber angle correction based on the target tire wear parameters includes: obtaining the total mileage and total driving time of the target vehicle; determining the base tire wear parameters of the target tire corresponding to the target wheel based on the total mileage and total driving time; obtaining the slip ratio and tire drive torque of the target tire; calculating the current longitudinal stiffness of the target tire based on the slip ratio and tire drive torque; determining the dynamic tire wear parameters of the target tire based on the current longitudinal stiffness; determining the target tire wear parameters based on the base tire wear parameters and the dynamic tire wear parameters; and calculating the fourth camber angle correction based on the target wheel based on the target tire wear parameters.

[0012] In one optional implementation, the current base camber angle is corrected based on a first camber correction, and / or a second camber correction, and / or a third camber correction, and / or a fourth camber correction to obtain an optimal camber angle. This includes: obtaining the correction weights corresponding to the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction; performing a fusion process on the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction based on each correction weight to generate a target camber correction; and correcting the current base camber angle based on the target camber correction to obtain the optimal camber angle.

[0013] In one optional implementation, each target wheel is controlled based on its current optimal camber angle, including: for each target wheel, obtaining the current actual camber angle and the previous optimal camber angle; comparing the current optimal camber angle with the previous optimal camber angle, and comparing the current optimal camber angle with the current actual camber angle; if the first absolute difference between the current optimal camber angle and the previous optimal camber angle is greater than a first preset difference threshold, and the second absolute difference between the current optimal camber angle and the current actual camber angle is greater than a second preset difference threshold, then the target wheel is controlled based on the current optimal camber angle.

[0014] In a second aspect, the present invention provides a vehicle stability control device, the device comprising:

[0015] The first acquisition module is used to acquire the current base camber angle corresponding to each target wheel in the target vehicle; The second acquisition module is used to acquire the correction parameters corresponding to each target wheel; the correction parameters include at least one of the following: current tire pressure, current tire internal and external temperature difference, current road surface adhesion coefficient, current driver driving data, and target tire wear parameters; The correction module is used to correct the current base camber angle of the target wheel based on the correction parameters corresponding to the target wheel, so as to obtain the current optimal camber angle of the target wheel. The control module is used to control each target wheel based on the current optimal camber angle corresponding to each target wheel in order to ensure the stability of the target vehicle.

[0016] Thirdly, the present invention provides an electronic device, comprising: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the vehicle stability control method of the first aspect or any corresponding embodiment described above.

[0017] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the vehicle stability control method of the first aspect or any corresponding embodiment thereof.

[0018] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the vehicle stability control method of the first aspect or any corresponding embodiment described above.

[0019] The vehicle stability control method, device, target vehicle, and storage medium provided in this embodiment acquire the current base camber angle corresponding to each target wheel, laying the foundation for precise adjustment and establishing an initial balance between handling, tire life, and driving stability, providing a reasonable benchmark for subsequent corrections. Correction parameters for each target wheel are acquired. These parameters cover tire pressure, tire temperature, road surface, driving habits, and tire wear, comprehensively capturing real-time operating condition variables to ensure that subsequent corrections can specifically compensate for differences in individual wheel characteristics, avoiding uneven wear or handling imbalance caused by a "one-size-fits-all" adjustment. Based on the correction parameters, the current optimal camber angle is obtained, ensuring that the corrected current optimal camber angle can guarantee lateral grip in corners (improving handling limits), straight-line driving stability (reducing deviation), and avoid excessive wear on a single wheel (extending tire life). Simultaneously, through multi-parameter weighted fusion, the performance priorities under different operating conditions are balanced. By controlling the target wheel based on the optimal camber angle, independent control of the four wheels is achieved (e.g., the outer wheel has a larger negative camber and the inner wheel has a smaller negative camber when turning), and the vehicle body posture is optimized in a coordinated manner to reduce body roll when cornering and deviation on straight lines, and reduce the risk of slippage in wet / snowy scenarios, thereby ensuring that the target vehicle can adapt to all driving scenarios. Attached Figure Description

[0020] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0021] Figure 1 This is a schematic flowchart of a first method for vehicle stability control according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the outward tilt angle according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a second process for a vehicle stability control method according to an embodiment of the present invention; Figure 4 This is a structural block diagram of a vehicle stability control device according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0024] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0025] According to an embodiment of the present invention, a vehicle stability control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0026] This embodiment provides a vehicle stability control method that can be used in electronic devices within a target vehicle. Figure 1 This is a flowchart of a vehicle stability control method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: Obtain the current base camber angle corresponding to each target wheel in the target vehicle.

[0027] Specifically, the electronic device can receive the current base camber angle corresponding to each target wheel in the target vehicle input by the user, or it can receive the current base camber angle corresponding to each target wheel in the target vehicle sent by other devices.

[0028] For example, such as Figure 2 The diagram shows a schematic of the camber angle. It illustrates the negative camber angle between the tire centerline and the perpendicular line to the road surface.

[0029] This step will be explained in detail below.

[0030] Step S102: Obtain the correction parameters corresponding to each target wheel.

[0031] The correction parameters include at least one of the following: current tire pressure, current tire temperature difference, current road surface adhesion coefficient, current driver driving data, and target tire wear parameters.

[0032] Specifically, electronic devices can independently collect (e.g., 2.6 bar for the left front wheel and 2.2 bar for the right front wheel) the real-time current tire pressure (unit: bar) of each target wheel through tire pressure sensors embedded in the tires.

[0033] Electronic devices can independently collect the temperature difference (unit: ℃) between the inner and outer tires of each target wheel using infrared sensors or embedded temperature sensors (e.g., if the inner tire of the left front wheel is 45℃ and the outer tire is 33℃, then the temperature difference ΔT = 12℃), thus obtaining the current temperature difference between the inner and outer tires of each target wheel.

[0034] Electronic devices can identify road surface types (snow, wet, dry) through vision systems (high-definition cameras, lidar) and then determine the adhesion parameters of the target vehicle's driving surface according to a preset mapping relationship (e.g., the adhesion coefficient correction amount is -0.2° for wet surfaces).

[0035] Electronic devices can collect the current driver's driving data in a unified manner through the vehicle control system.

[0036] Electronic devices can also measure the wear parameters of the target tires corresponding to each target wheel by using ultrasonic or optical tread depth sensors embedded in the tires.

[0037] Step S103: Based on the correction parameters corresponding to the target wheel, correct the current base camber angle corresponding to the target wheel to obtain the current optimal camber angle corresponding to the target wheel.

[0038] Specifically, the electronic device can calculate the target camber correction amount based on the correction parameters corresponding to the target wheel. Then, based on the target camber correction amount, the current base camber angle corresponding to the target wheel is corrected to obtain the current optimal camber angle corresponding to the target wheel.

[0039] This step will be explained in detail below.

[0040] Step S104: Based on the current optimal camber angle corresponding to each target wheel, control each target wheel to ensure the stability of the target vehicle.

[0041] Specifically, the electronic equipment can compare the current optimal camber angle for each target wheel with the current actual camber angle. Then, based on the comparison results, it controls each target wheel to ensure the stability of the target vehicle.

[0042] This step will be explained in detail below.

[0043] The vehicle stability control method provided in this embodiment obtains the current basic camber angle corresponding to each target wheel, laying the foundation for precise adjustment and establishing an initial balance between handling, tire life, and driving stability, providing a reasonable benchmark for subsequent corrections. Correction parameters for each target wheel are obtained. These parameters cover tire pressure, tire temperature, road surface, driving habits, and tire wear, comprehensively capturing real-time operating condition variables to ensure that subsequent corrections can specifically compensate for differences in single-wheel characteristics, avoiding uneven wear or handling imbalance caused by a "one-size-fits-all" adjustment. Based on the correction parameters, the current optimal camber angle is obtained, ensuring that the corrected current optimal camber angle can guarantee lateral grip in corners (improving handling limits), straight-line driving stability (reducing deviation), and avoid excessive wear on a single wheel (extending tire life). Simultaneously, through multi-parameter weighted fusion, the performance priority under different operating conditions is balanced. Based on the optimal camber angle, the target wheels are controlled to achieve independent control of all four wheels (e.g., the outer wheel has greater negative camber during steering, and the inner wheel has less), collaboratively optimizing the vehicle's posture, reducing cornering roll and straight-line deviation, and lowering the risk of slippage in wet / snowy scenarios, thereby ensuring that the target vehicle can adapt to all driving scenarios.

[0044] This embodiment provides a vehicle stability control method that can be used in electronic devices within a target vehicle. Figure 3 This is a flowchart of a vehicle stability control method according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps: Step S201: Obtain the current base camber angle corresponding to each target wheel in the target vehicle.

[0045] Specifically, step S201 above may include the following steps: Step S2011: For each target wheel, obtain the current vehicle speed and the current tire rotation angle of the target wheel.

[0046] Specifically, current vehicle speed: the real-time speed of the target vehicle (unit: km / h). Electronic devices can uniformly obtain the real-time speed of the target vehicle (unit: km / h) through vehicle speed sensors or vehicle control systems, which is the corresponding forward speed of the target vehicle (the speed of the whole vehicle is consistent, and there is no need to collect data separately for each wheel).

[0047] Electronic devices can independently collect the current tire rotation angle of each target wheel by using the rotation angle sensor corresponding to each target wheel.

[0048] Specifically, the current tire angle corresponding to each target wheel needs to be matched with the wheel steering state in real time. For example, when the right front wheel is turning, the angle is positive, and when the left front wheel is turning, it is negative. The rear wheel angle is collected independently according to the characteristics of the vehicle steering system (such as the Ackermann steering principle). The left and right wheels, and the front and rear wheels may have different angles. For example, when turning, the left and right front wheel angles are symmetrical and opposite. The real-time angle (unit: °) corresponding to each target wheel is positive when turning right (maximum 45°) and negative when turning left (minimum -45°).

[0049] The vehicle speed acquisition frequency is consistent with the camber angle control frequency (e.g., 10Hz) to ensure parameter synchronization.

[0050] Step S2012: Determine the current base camber angle of each target wheel based on the current vehicle speed and the current tire rotation angle of each target wheel.

[0051] In straight-line driving, the camber angle is close to 0 degrees to prioritize stability and low wear. 0-degree camber ensures even contact between the tire tread and the ground, maximizing longitudinal grip and reducing energy loss during acceleration / braking.

[0052] When cornering: increase lateral grip, increase negative camber on the outer wheels, and appropriately reduce negative camber or turn positive camber on the inner wheels.

[0053] Different vehicle speeds: Dynamically balance stability and handling response; the higher the speed, the closer the camber angle is to 0 degrees. This avoids excessive tire edge wear and excessive load on the suspension system. At low speeds, negative camber can be appropriately increased to improve steering sensitivity.

[0054] Optionally, the electronic device can determine the current base camber angle of each target wheel by looking up a table based on the current vehicle speed and the current tire rotation angle of each target wheel.

[0055] For example, Table 1 below shows the camber angle of the left front wheel at different vehicle speeds and tire turning angles, and Table 2 shows the camber angle of the right front wheel at different vehicle speeds and tire turning angles.

[0056] Table 1. Camber angle of the left front wheel at different vehicle speeds and tire turning angles.

[0057] Table 2 Camber angle of the right front wheel at different vehicle speeds and tire turning angles.

[0058] Optionally, the electronic device can also substitute the current vehicle speed and the current tire rotation angle corresponding to each target wheel into a preset fitting formula to determine the current base camber angle corresponding to each target wheel.

[0059] For example, the electronic device can use the data from Tables 1 and 2 to fit preset fitting formulas for the left front wheel and the right front wheel, respectively. Then, the electronic device can substitute the current vehicle speed and current tire angle of the left front wheel into the preset fitting formula to obtain the current base camber angle of the left front wheel. Similarly, the electronic device can substitute the current vehicle speed and current tire angle of the right front wheel into the preset fitting formula to obtain the current base camber angle of the right front wheel.

[0060] Step S202: Obtain the correction parameters corresponding to each target wheel.

[0061] The correction parameters include at least one of the following: current tire pressure, current tire temperature difference, current road surface adhesion coefficient, current driver driving data, and target tire wear parameters.

[0062] Please refer to the above description of step S102 for details on this step, which will not be repeated here.

[0063] Step S203: Based on the correction parameters corresponding to the target wheel, correct the current base camber angle corresponding to the target wheel to obtain the current optimal camber angle corresponding to the target wheel.

[0064] Specifically, step S203 above may include the following steps: Step S2031: Determine the first camber angle correction based on the current tire pressure and the current temperature difference between the inside and outside of the tire.

[0065] Specifically, step S2031 above may include the following steps: Step a1: Obtain the first lateral force balance equation for the target vehicle under standard conditions.

[0066] The standard condition indicates that the tire pressure is the rated value P0 (e.g., 2.4 bar) and the temperature difference between the inside and outside of the tire is ΔT=0 (the tread temperature is uniform).

[0067] Specifically, the electronic device can receive the first lateral force balance equation of the target vehicle under standard conditions input by the user, or it can receive the first lateral force balance equation of the target vehicle under standard conditions sent by other devices.

[0068] The first lateral force balance equation is derived based on the fact that the tire lateral force consists of the lateral force generated by the slip angle and the camber force generated by the camber angle, and the relationship is linear when the slip angle is small.

[0069] The equation for the first lateral force equilibrium is expressed as follows: ;in, The lateral force required for the target tire (to meet vehicle dynamics requirements, such as counteracting centrifugal force during cornering, under standard and real-world conditions) constant); The lateral stiffness under standard conditions (obtained by measurement on a tire testing bench); The optimal slip angle under standard conditions (corresponding to the current vehicle speed and tire rotation angle, ensuring that the lateral force meets the standard); The camber stiffness under standard conditions (obtained by measurement on a tire testing bench); The current base camber angle under standard conditions (i.e., the current base camber angle determined in step S2012).

[0070] Step a2: Based on the current tire pressure and the current temperature difference between the inside and outside of the tire, calculate the current lateral stiffness and current camber stiffness of the target vehicle.

[0071] Specifically, the lateral stiffness of the target tire (usually referring to lateral slip stiffness) is significantly positively correlated with tire pressure, while the temperature difference between the inner and outer sides of the tire has a clear negative correlation with lateral stiffness, which can be approximately described as a linear relationship within a certain range. Let stiffness be related to the current tire pressure. and the current temperature difference between the inside and outside of the tire The relationship is linear, and the calculation expression is: ; in, The current lateral stiffness is given by the current tire pressure and the current temperature difference between the inside and outside of the tire. The current camber stiffness is given by the current tire pressure and the current temperature difference between the inside and outside of the tire. The first lateral stiffness sensitivity coefficient (obtained experimentally, e.g., k) is the lateral stiffness sensitivity coefficient of the current lateral stiffness to the current tire pressure. aP =500N / (rad) bar)); This is the first camber stiffness sensitivity coefficient of the current camber stiffness to the current tire pressure; The second lateral stiffness sensitivity coefficient (obtained experimentally, e.g., k) is the current lateral stiffness to the current temperature difference between the inside and outside of the tire. aT =-10N / (rad) ℃)); The second camber stiffness sensitivity coefficient of the current camber stiffness to the current tire inner and outer temperature difference; P is the current tire pressure; ΔT is the current tire inner and outer temperature difference.

[0072] For example, if C a0 =20000N / rad, k aP =500N / (rad) bar), k aT =-10N / (rad) (℃), P0=2.4bar, current P=2.6bar, ΔT=12℃, then: C α (2.6, 12) = 20000 + 500 × (2.6) 2.4)+( 10)×12=20000+100 120 = 19980 N / rad.

[0073] Step a3: Based on the current lateral stiffness and the current outward tilt stiffness, construct the second lateral force balance equation corresponding to the current conditions.

[0074] The current conditions represent the current tire pressure and the current temperature difference between the inside and outside of the tire.

[0075] Specifically, at the same vehicle speed and steering angle, the required lateral force The sideslip angle remains unchanged. If the vehicle's motion remains unchanged, the electronic system will construct the second lateral force balance equation corresponding to the current conditions based on the current yaw stiffness and camber stiffness. The equation expression is as follows: Where γ is the required camber angle under the current conditions (i.e., the actual camber angle after the base camber angle correction); other parameters are the same as in steps a1 and a2.

[0076] Step a4, based on the second lateral force balance equation and the first lateral force balance equation, calculates the first outboard angle correction amount under the current conditions, which is equivalent to that under the standard conditions.

[0077] Specifically, the electronic device can combine the second lateral force balance equation and the first lateral force balance equation, ignoring higher-order minor quantities, to obtain the first camber angle correction based on the current tire pressure and the current temperature difference between the inside and outside of the tire: .

[0078] and / or; Step S2032: Determine the second outward camber correction amount based on the current road surface adhesion coefficient.

[0079] The lower the current road surface adhesion coefficient, the larger the negative camber angle. For example, on dry, high-adhesion roads, reduce the negative camber by -0.5° to 0° to ensure a balance between longitudinal and lateral grip. On wet, slippery roads (rainy days / ice), increase the negative camber by 1° to 2° to allow the tire shoulder to have more contact with the ground, improving drainage and anti-skid capabilities.

[0080] Optionally, the electronic equipment can determine the second camber angle correction amount by looking up a table based on the current road surface adhesion coefficient.

[0081] For example, Table 3 shows the correspondence between the current road surface adhesion coefficient and the outward camber correction.

[0082] Table 3. Correspondence between current road surface adhesion coefficient and outward camber correction.

[0083] Optionally, the electronic device can also obtain the correspondence between the current road surface adhesion coefficient and the camber correction amount, substitute the current road surface adhesion coefficient into the correspondence between the current road surface adhesion coefficient and the camber correction amount, and obtain the second camber correction amount.

[0084] Step S2033: Determine the third camber angle correction amount based on the current driver's driving data.

[0085] Specifically, step S2033 above may include the following steps: Step b1: Obtain the current driver's driving data.

[0086] The current driver driving data includes at least one of the following: steering characteristic data, pedal data, vehicle dynamic data, and trip statistics.

[0087] Electronic devices can collect steering characteristic data through sensors built into the steering wheel. This steering characteristic data includes parameters describing steering wheel handling behavior, such as steering angular velocity (unit: ° / s, e.g., angular velocity > 100° / s during sharp turns) and steering wheel torque (unit: N). m, such as torque > 5N during aggressive driving. m).

[0088] Electronic devices can collect pedal data through accelerator pedal sensors and brake pedal force sensors. Among them, pedal data are parameters that reflect the intensity of accelerator and brake operation, including the rate of change of accelerator opening (unit: % / s, such as the rate of change > 30% / s during rapid acceleration) and brake pedal force (unit: N, such as the pedal force > 200N during emergency braking).

[0089] Electronic devices can collect vehicle dynamic data through body acceleration sensors and gyroscopes. Among them, vehicle dynamic data is the vehicle response data generated by driver operation, including lateral acceleration (unit: m / s², such as lateral acceleration > 1.2 m / s² when cornering), lateral acceleration rate of change, yaw rate (unit: rad / s), etc.

[0090] Electronic devices can collect vehicle data through the vehicle control system to obtain trip statistics. Trip statistics reflect the cumulative data of long-term driving habits, including average speed (unit: km / h), cornering speed (unit: km / h), acceleration / braking frequency, etc.

[0091] Step b2: Determine the driver's driving mode based on the current driver's driving data.

[0092] Specifically, electronic devices can clean and standardize the collected current driver data to ensure its validity. Specifically, they can remove abnormal data (such as abrupt changes caused by sensor malfunctions or invalid data from vehicle malfunctions) and retain driving data under normal driving conditions (such as straight-line acceleration, cornering, and smooth braking). Then, the electronic devices convert different types of data into standardized data of the same magnitude (values ​​mapped to 0~1), avoiding analysis bias caused by unit differences (such as steering angle velocity in ° / s and pedal force in N). For example: steering angle velocity: original range 0~200° / s, after standardization 0 corresponds to 0° / s, and 1 corresponds to 200° / s; brake pedal force: original range 0~500N, after standardization 0 corresponds to 0N, and 1 corresponds to 500N. Electronic devices can ensure that the timestamps of steering features, pedal data, and vehicle dynamic data are consistent (e.g., all are collected synchronously at a frequency of 10Hz), avoiding timing misalignment from affecting the analysis results.

[0093] Next, the electronic device can treat the standardized current driver's driving data as a multi-dimensional driving feature vector (such as driving feature vector = steering angular velocity + throttle opening rate of change + brake pedal force + lateral acceleration).

[0094] Optionally, the electronic device can calculate the Euclidean distance between the multidimensional driving feature vector and three cluster centers (including: aggressive cluster center, standard cluster center, and comfort cluster center). Then, the electronic device classifies the driving feature vector into the cluster with the closest Euclidean distance, thereby determining the driver's driving mode. The driver's driving mode is then mapped to the corresponding S... driver For example, S driver ∈[0.5,1]: Aggressive / Sporty (frequent rapid acceleration, sharp turns, large lateral acceleration); S driver ∈[ 0.5, 0.5]: Standard type (stable operation, all data are in the middle range); S driver ∈[ 1, 0.5]: Comfort / Economy (slow acceleration, gentle steering, emphasis on stability).

[0095] Optionally, the electronic device can also input multi-dimensional driving feature vectors into a preset driving mode model and output the driver's driving mode.

[0096] The preset driving mode model can employ a simple fully connected neural network with a structure of "input layer → hidden layer → output layer". Input layer: dimension = feature vector dimension (consistent with clustering algorithms); Hidden layers: 2 layers, 16 neurons per layer, using ReLU activation function; Output layer: 1 neuron, output value mapped to -1 to +1 (i.e., S). driver (Rating). For example, S driver ∈[0.5,1]: Aggressive / Sporty (frequent rapid acceleration, sharp turns, large lateral acceleration); S driver ∈[ 0.5, 0.5]: Standard type (stable operation, all data are in the middle range); S driver ∈[ 1, 0.5]: Comfort / Economy (slow acceleration, gentle steering, emphasizing stability. Electronic devices can use MSE (mean squared error) as the loss function and optimize the model parameters through gradient descent algorithm until the training set loss converges (loss value < 0.001).

[0097] Step b3: Obtain the current vehicle speed and current steering wheel angle of the target vehicle.

[0098] Specifically, electronic devices can use vehicle speed sensors to uniformly collect the real-time driving speed (unit: km / h) of the target vehicle, i.e., the current speed of the target vehicle. Electronic devices can use steering wheel angle sensors to collect the real-time steering wheel deflection angle (unit: °, right is positive, left is negative), i.e., the current steering wheel angle.

[0099] Step b4: Based on the driver's driving mode, current vehicle speed, and current steering wheel angle, determine the third camber angle correction amount corresponding to the target wheel.

[0100] Specifically, the electronic device can input the driver's driving mode, current vehicle speed, and current steering wheel angle into a preset correction model, and output the third camber angle correction amount corresponding to the target wheel.

[0101] The preset correction model is as follows: ;in, This is a driving style correction function. Specifically: .

[0102] in, When the value is positive (aggressive), the function output is negative (increasing the negative outward tilt angle); conversely, the opposite is also true. The base correction factor (actual vehicle calibration, such as 0.2°) provides a reference for the correction amount; This is the vehicle speed sensitivity coefficient (e.g., 0.001° / (km / h)). The higher the vehicle speed, the smaller the correction range (to avoid oversteering at high speeds). This represents the steering angle sensitivity coefficient (e.g., 0.002° / °). The larger the steering angle, the greater the correction (enhancing handling in corners); V represents the current vehicle speed. This refers to the steering wheel angle.

[0103] and / or Step S2034: Determine the fourth camber angle correction amount based on the target tire wear parameters.

[0104] Specifically, step S2034 above may include the following steps: Step c1: Obtain the total mileage and total driving time of the target vehicle.

[0105] Specifically, electronic devices can obtain the target vehicle's cumulative mileage (in km) from the time it leaves the factory to the present through the vehicle's odometer. Electronic devices can also generate the target vehicle's cumulative usage time (in hours), i.e., the total driving time, through the vehicle control system.

[0106] Step c2: Based on the total mileage and total driving time, determine the basic tire wear parameters of the target tire corresponding to the target wheel.

[0107] Specifically, the basic tire wear parameters are linear estimates based on the average tire life, with the core assumption that "tire wear is consistent at the same mileage / time". The specific calculations are as follows: Model formula: A weighted linear model is used: .

[0108] in, for The weight, for The weights. (k) mile +k time =1, such as k mile =0.7、k time =0.3).

[0109] Example calculation: If 40,000 kilometers 2 years, designed lifespan of 80,000 kilometers If it takes 5 years, then Wbase = 0.7 × (4 / 8) + 0.3 × (2 / 5) = 0.35 + 0.12 = 0.47. Where Wbase ∈ [0,1] (0 represents brand new, 1 represents wear limit).

[0110] Step c3: Obtain the slip ratio and tire drive torque corresponding to the target tire.

[0111] Specifically, the electronic device can obtain the wheel speed of the target tire through the wheel speed sensor corresponding to the target tire. The electronic device can also obtain the current vehicle speed of the target vehicle through the vehicle speed sensor corresponding to the target vehicle. Then, the target tire wheel speed and the current vehicle speed are converted to the same unit (e.g., rad / s).

[0112] The electronic device calculates the slip ratio of the target tire based on the target tire's wheel speed and the current vehicle speed. The slip ratio formula is: For example, if , Then s = (50 48.5) / 50=0.03 (3%, which meets the low slip ratio requirement).

[0113] Specifically, during acceleration, the electronic equipment can directly obtain the "wheel-end drive torque" corresponding to the target tire based on the powertrain controller (ECU / TCU) (taking into account the gearbox transmission ratio, final drive ratio, and mechanical efficiency loss).

[0114] During braking, the electronic equipment can obtain the "wheel-end braking torque" corresponding to the target tire based on the brake system controller (BCU) (which takes into account brake pedal force, brake disc radius, and braking efficiency).

[0115] Step c4: Calculate the current longitudinal stiffness of the target tire based on the slip ratio and tire drive torque.

[0116] Specifically, the electronic device can calculate the current longitudinal stiffness of the target tire based on the slip ratio and tire drive torque, using the following formula: Among them, K long(Longitudinal stiffness, unit: N / m).

[0117] Step c5: Based on the current longitudinal stiffness, determine the dynamic tire wear parameters corresponding to the target tire.

[0118] Specifically, the electronic device can determine the dynamic tire wear parameters corresponding to the target tire based on the current longitudinal stiffness, using the following formula: .

[0119] Step c6: Based on the basic tire wear parameters and dynamic tire wear parameters, determine the target tire wear parameters corresponding to the target tire.

[0120] Specifically, electronic devices can fuse basic tire wear parameters and dynamic tire wear parameters to determine the target tire wear parameters corresponding to the target tire.

[0121] The formula is: ,in, Based on basic tire wear parameters, These are dynamic tire wear parameters. The weights corresponding to the basic tire wear parameters The weights corresponding to the dynamic tire wear parameters, Let k1+k2 be the target tire wear parameter, and k1+k2=1.

[0122] Step c7: Based on the target tire wear parameters, calculate the fourth camber angle correction amount corresponding to the target wheel.

[0123] Optionally, the electronic device can utilize a linear decay model (simple and easy to implement) to calculate the fourth camber angle correction for the target wheel based on the target tire wear parameters. The formula is: ;in, β is the first tire wear correction factor (e.g., 0.5°), and β is the first attenuation factor (e.g., 0.3). This is the fourth outward tilt correction amount.

[0124] Optionally, the electronic device can utilize a nonlinear saturation model (which is more in line with physical laws) to calculate the fourth camber angle correction for the target wheel based on the target tire wear parameters. The formula is: ;in, This is the fourth camber angle correction amount. α is the second tire wear correction factor (e.g., 0.5°), and α is the second attenuation factor (e.g., 0.3).

[0125] Results explanation: When the value is positive, the absolute value of the negative camber angle needs to be reduced (to compensate for profile changes caused by wear); the more severe the wear, The smaller the value, the more evenly the tire contacts the ground.

[0126] Step S2035: Based on the first camber angle correction, and / or the second camber angle correction amount, and / or the third camber angle correction amount, and / or the fourth camber angle correction amount, the current base camber angle is corrected to obtain the optimal camber angle.

[0127] Specifically, step S2035 above may include the following steps: Step d1: Obtain the correction weights corresponding to the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction.

[0128] Specifically, the electronic device can receive the correction weights corresponding to the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction input by the user, and can also receive the correction weights corresponding to the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction sent by other devices.

[0129] Specifically, let the weight of the first camber correction be a1, the weight of the second camber correction be a2, the weight of the third camber correction be a3, and the weight of the fourth camber correction (tire wear) be a4, satisfying a1+a2+a3+a4=1; Optionally, to prioritize safety, the weight of the second camber correction a2 is higher than that of other dimensions, such as a2=0.3 for wet / snowy roads and a2=0.2 for dry roads.

[0130] Optionally, in order to balance real-time performance and durability, the first camber correction amount has the second-highest weight (0.25-0.3) and the fourth camber correction amount has the lowest weight (0.15-0.2, because wear is a slowly changing amount).

[0131] Optionally, to suit driving needs: the weight of the third camber correction, a3, is adjusted according to the driving mode, with a3=0.3 in Sport mode and a3=0.2 in Comfort mode.

[0132] For example, under standard operating conditions (dry road surface, standard tire pressure, moderate wear, standard driving mode), the weights are a1=0.3, a2=0.2, a3=0.2, and a4=0.3.

[0133] Step d2: Based on each correction weight, the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction are fused to generate the target camber correction.

[0134] Specifically, the electronic device can perform fusion processing on the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction based on each correction weight to generate the target camber correction.

[0135] The formula is: Δγ target =a1×Δγ1+a2×Δγ2+a3×Δγ3+a4×Δγ4.

[0136] Wherein, Δγ1 is the first camber angle correction amount; Δγ2 is the second camber angle correction amount; Δγ3 is the third camber angle correction amount; and Δγ4 is the fourth camber angle correction amount.

[0137] Step d3: Based on the target camber correction amount, correct the current base camber angle to obtain the optimal camber angle.

[0138] Specifically, the electronic device can obtain the optimal camber angle by adding the target camber correction to the current base camber angle.

[0139] Step S204: Based on the current optimal camber angle corresponding to each target wheel, control each target wheel to ensure the stability of the target vehicle.

[0140] Specifically, step S204 above may include the following steps: Step S2041: For each target wheel, obtain the current actual camber angle of the target wheel at the current moment and the historical optimal camber angle at the previous moment.

[0141] Specifically, for each target wheel, the electronic equipment can collect the current actual camber angle (unit: °) in real time through the wheel's built-in angle sensor. For example, the current actual camber angle γ of the left front wheel... actual =-0.92°; The electronic device can obtain the optimal tilt angle calculated in the previous control cycle (e.g., 100ms ago), i.e., the historical optimal tilt angle γ. opt,history (e.g., the previous cycle of the left front wheel γ) opt,history =-0.9°). If a sensor malfunction causes data loss, the current actual camber angle is assumed to be equal to the historical best camber angle to ensure control continuity.

[0142] Step S2042: Compare the current optimal camber angle with the historical optimal camber angle, and compare the current optimal camber angle with the current actual camber angle.

[0143] Specifically, the electronic device can calculate the absolute value of the difference between the current optimal camber angle and the historical optimal camber angle, obtaining the first absolute difference. This reflects the magnitude of change in the optimal value: Δ1 = |γ opt γopt,history |. For example, Δ1 = |-0.855°-(-0.9°)| = 0.045°.

[0144] The electronic device can calculate the absolute value of the difference between the current optimal tilt angle and the current actual tilt angle, obtaining a second absolute difference. This reflects the deviation between the actual state and the target state: Δ2 = |γ| opt γ actua For example, Δ2 = ∣-0.855°-(-0.92°)∣ = 0.065°.

[0145] The electronic device can receive a first preset difference threshold and a second preset difference threshold input by the user. The electronic device can also obtain the first preset difference threshold and the second preset difference threshold based on real-vehicle testing. For example, the first preset difference threshold Δ... th1 =0.5° (to limit frequent fluctuations in the optimal value); second preset difference threshold Δ th2 =0.5° (limits frequent actuator movements).

[0146] Optional, in sports mode Δ th1 =Δ th2 =0.3° (improves response speed), Δ in comfort mode th1 =Δ th2 =0.6° (reduce the frequency of movement).

[0147] Step S2043: If the first absolute difference between the current optimal camber angle and the historical optimal camber angle is greater than the first preset difference threshold, and the second absolute difference between the current optimal camber angle and the current actual camber angle is greater than the second preset difference threshold, then control the target wheel based on the current optimal camber angle.

[0148] Specifically, the electronic device can compare a first absolute difference with a first preset difference threshold, and a second absolute difference with a second preset difference threshold. Then, if the first absolute difference between the current optimal camber angle and the historical optimal camber angle is greater than the first preset difference threshold, and the second absolute difference between the current optimal camber angle and the current actual camber angle is greater than the second preset difference threshold, then the target wheel is controlled based on the current optimal camber angle.

[0149] If the first absolute difference is less than or equal to the first preset difference threshold, or the second absolute difference is less than or equal to the second preset difference threshold, then the control state of the previous cycle is maintained and the target outboard angle is not updated.

[0150] Optionally, if the second absolute difference is greater than the second preset difference threshold for three consecutive cycles, an adjustment will be performed even if the first absolute difference is less than or equal to the second preset difference threshold, to prevent the actual state from deviating from the target for a long time.

[0151] The vehicle stability control method provided in this embodiment obtains the current vehicle speed and the current tire rotation angle of the target wheel. It provides core input parameters for determining the base camber angle, ensuring that the parameters accurately match the actual wheel state and avoiding adjustment deviations caused by parameter misalignment. Based on the quantitative combination of "vehicle speed + tire rotation angle," the current base camber angle of each target wheel is determined, establishing an initial adjustment benchmark to allow the camber angle to adapt to core driving conditions. Base values ​​are set independently for each wheel, taking into account the differences in dynamic characteristics between the front and rear wheels, balancing handling and stability.

[0152] Then, the first lateral force balance equation under standard conditions is obtained, establishing a unified correction benchmark and clarifying the relationship between lateral force, camber angle, and slip angle under standard operating conditions (rated tire pressure, no temperature difference), providing a reference for subsequent deviation compensation. This lays the theoretical foundation for tire pressure and temperature correction, ensuring that the correction calculation has a clear mechanical basis, rather than empirical adjustments. The current slip stiffness and current camber stiffness are calculated to quantify the impact of tire pressure and temperature changes on tire mechanical properties, avoiding lateral force imbalance due to stiffness changes and solving the problem of traditional solutions ignoring real-time variables. Key parameters are provided for constructing the lateral force balance equation under the current operating conditions, ensuring accurate correction calculations and adapting to real-time tire conditions. The second lateral force balance equation under the current conditions is constructed, establishing the mechanical relationship between the current and standard operating conditions. The quantitative derivation of the camber angle correction is achieved through simultaneous equation solving, improving correction accuracy. The first camber angle correction is calculated to accurately compensate for performance deviations caused by tire pressure and temperature changes, improving the vehicle's adaptability to complex tire conditions.

[0153] In addition, the second camber angle correction is determined based on the current road surface adhesion coefficient to adapt to the differences in grip on different road surfaces and solve the problem that a single camber angle cannot adapt to diverse road conditions.

[0154] It acquires current driver driving data to comprehensively capture driver handling habits, providing data support for personalized camber angle adjustment and avoiding a "one-size-fits-all" adjustment mode. It determines the driver's driving mode, automatically distinguishing between aggressive, standard, and comfort styles to achieve adaptive camber angle matching, enhancing the personalization and adaptability of the driving experience. It acquires current vehicle speed and current steering wheel angle to provide operating condition parameters for the third camber angle correction, allowing the correction amount to adapt to real-time driving conditions (e.g., reducing the correction magnitude at high speeds and increasing the correction magnitude at large steering angles). It determines the third camber angle correction amount, ensuring the camber angle conforms to the driver's handling needs, achieving personalized performance optimization. The correction amount is linked to vehicle speed and steering angle to avoid a disconnect between style adaptation and operating conditions, improving the rationality of the adjustment.

[0155] Obtaining total mileage and total driving time provides a fundamental reference dimension for tire wear, reflecting the long-term use intensity of the tire and serving as a crucial basis for wear parameter estimation. Linear estimation based on average tire life determines basic tire wear parameters, providing an initial benchmark for wear correction and adapting to scenarios without direct wear measurement. Obtaining the target tire's slip ratio and driving torque provides core data for longitudinal stiffness calculation, accurately capturing changes in mechanical properties caused by tire wear, which is key to dynamic wear parameter estimation. Calculating the current longitudinal stiffness of the target tire quantifies the impact of wear on tire stiffness; the more severe the wear, the more significant the stiffness decrease, providing a quantitative basis for inferring the wear degree. Calculations based on slip ratio and driving torque eliminate the need for direct stiffness measurement, achieving low-cost, real-time estimation. Wear state is inferred from stiffness changes to determine dynamic tire wear parameters. Online dynamic wear correction is achieved, addressing the issue that basic wear parameters cannot reflect real-time wear. The accuracy of wear parameter estimation is improved, providing a reliable basis for subsequent camber angle correction. The integration of basic and dynamic wear parameters determines the target tire wear parameters, balancing long-term use intensity and real-time mechanical characteristics, resulting in more accurate wear estimation. Calculate the fourth camber angle correction amount to dynamically compensate for the performance loss caused by tire wear and extend the performance stability of the tire throughout its entire life cycle.

[0156] Next, the correction weights corresponding to each correction amount are obtained to balance the influence of tire pressure, road surface, driving mode, wear, and other dimensions, ensuring that the adjustment priorities are reasonable. The target camber correction amount is generated through fusion processing to achieve comprehensive optimization of the camber angle, taking into account safety, handling, wear resistance, and individual needs. Based on the base camber angle and the target correction amount, the final adjustment target for each wheel is obtained, i.e., the optimal camber angle, ensuring that all four wheels are adapted to the current working conditions and their own characteristics.

[0157] Obtaining the current actual tilt angle and the historical best tilt angle provides key comparison parameters for control decisions, reflecting the differences between the current actual state and the target state and historical state, and serves as the basis for actuator control.

[0158] By comparing the current optimal camber angle with the historical optimal camber angle and the current actual camber angle, the variation range and actual deviation of the camber angle are quantified, providing a judgment standard for actuator action and avoiding meaningless frequent movements. Based on the current optimal camber angle, the target wheel is controlled, limiting frequent actuator movements, reducing component wear and energy consumption, and improving the durability of the adjustment system. Adjustments are only performed when deviations are significant, balancing control response speed and stability, and avoiding a decline in driving experience due to minor fluctuations. Independent control of all four wheels adapts to the optimal camber angle of each wheel, ensuring overall vehicle driving stability and handling.

[0159] This embodiment also provides a vehicle stability control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0160] This embodiment provides a vehicle stability control device, such as... Figure 4 As shown, it includes: The first acquisition module 301 is used to acquire the current basic camber angle corresponding to each target wheel in the target vehicle; The second acquisition module 302 is used to acquire correction parameters corresponding to each of the target wheels; the correction parameters include at least one of the following: current tire pressure, current tire inner and outer temperature difference, current road surface adhesion coefficient, current driver driving data, and target tire wear parameters; The correction module 303 is used to correct the current base camber angle of the target wheel based on the correction parameters corresponding to the target wheel, so as to obtain the current optimal camber angle of the target wheel. The control module 304 is used to control each of the target wheels based on the current optimal camber angle corresponding to each of the target wheels, so as to ensure the stability of the target vehicle.

[0161] The vehicle stability control device provided in this embodiment of the invention can execute the vehicle stability control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0162] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0163] The following is a detailed reference. Figure 5 The diagram illustrates a structural schematic suitable for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 01, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 02 or a program loaded from a memory 08 into a random access memory (RAM) 03. The RAM 03 also stores various programs and data required for the operation of the electronic device. The processor 01, ROM 02, and RAM 03 are interconnected via a bus 04. An input / output (I / O) interface 05 is also connected to the bus 04.

[0164] Typically, the following devices can be connected to I / O interface 05: input devices 06 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 07 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 08 including, for example, magnetic tapes, hard disks, etc.; and communication devices 09. Communication device 09 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 5 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0165] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 09, or installed from memory 08, or installed from ROM 02. When the computer program is executed by processor 01, it performs the functions defined in the vehicle stability control method of the embodiments of the present invention.

[0166] Figure 5 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0167] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the vehicle stability control method shown in the above embodiments is implemented.

[0168] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0169] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle stability control method, characterized in that, The method includes: Obtain the current base camber angle for each target wheel in the target vehicle; Obtain correction parameters corresponding to each target wheel; the correction parameters include at least one of the following: current tire pressure, current tire inner and outer temperature difference, current road surface adhesion coefficient, current driver driving data, and target tire wear parameters; Based on the correction parameters corresponding to the target wheel, the current base camber angle corresponding to the target wheel is corrected to obtain the current optimal camber angle corresponding to the target wheel; Based on the current optimal camber angle corresponding to each of the target wheels, the target wheels are controlled to ensure the stability of the target vehicle.

2. The method according to claim 1, characterized in that, The process of obtaining the current base camber angle corresponding to each target wheel in the target vehicle includes: For each target wheel, obtain the current vehicle speed of the target vehicle and the current tire rotation angle of the target wheel; Based on the current vehicle speed and the current tire rotation angle corresponding to each of the target wheels, the current base camber angle corresponding to each of the target wheels is determined.

3. The method according to claim 1, characterized in that, The step of correcting the current base camber angle of the target wheel based on the correction parameters corresponding to the target wheel to obtain the current optimal camber angle of the target wheel includes: Based on the current tire pressure and the current temperature difference between the inside and outside of the tire, determine the first camber angle correction; and / or Based on the current road surface adhesion coefficient, determine the second outward camber correction amount; and / or Based on the current driver's driving data, determine the third camber angle correction amount; and / or Based on the target tire wear parameters, determine the fourth camber angle correction amount; Based on the first camber correction, and / or the second camber correction, and / or the third camber correction, and / or the fourth camber correction, the current base camber angle is corrected to obtain the optimal camber angle.

4. The method according to claim 3, characterized in that, The step of determining the first camber angle correction based on the current tire pressure and the current temperature difference between the inside and outside of the tire includes: Obtain the first lateral force balance equation for the target vehicle under standard conditions; the standard conditions indicate that the tire pressure is at the rated value and the temperature difference between the inside and outside of the tire is 0. Based on the current tire pressure and the current temperature difference between the inside and outside of the tire, calculate the current lateral stiffness and current camber stiffness of the target vehicle. Based on the current lateral stiffness and the current camber stiffness, a second lateral force balance equation corresponding to the current conditions is constructed; the current conditions represent the current tire pressure and the current temperature difference between the inside and outside of the tire. Based on the second lateral force balance equation and the first lateral force balance equation, the first camber correction amount under the current condition is calculated to be equivalent to that under the standard condition.

5. The method according to claim 3, characterized in that, The step of determining the third camber angle correction based on the current driver's driving data includes: Obtain the current driver's driving data; the current driver's driving data includes at least one of steering characteristic data, pedal data, vehicle dynamic data, and trip statistics. Based on the current driver's driving data, determine the driver's driving mode; Obtain the current vehicle speed and current steering wheel angle of the target vehicle; Based on the driver's driving mode, the current vehicle speed, and the current steering wheel angle, the third camber angle correction amount corresponding to the target wheel is determined.

6. The method according to claim 3, characterized in that, The determination of the fourth camber angle correction based on the target tire wear parameters includes: Obtain the total mileage and total driving time of the target vehicle; Based on the total mileage and the total driving time, determine the basic tire wear parameters of the target tire corresponding to the target wheel; Obtain the slip ratio and tire drive torque corresponding to the target tire; Based on the slip ratio and the tire drive torque, calculate the current longitudinal stiffness of the target tire; Based on the current longitudinal stiffness, the dynamic tire wear parameters corresponding to the target tire are determined. Based on the basic tire wear parameters and the dynamic tire wear parameters, the target tire wear parameters corresponding to the target tire are determined; Based on the target tire wear parameters, the fourth camber angle correction amount corresponding to the target wheel is calculated.

7. The method according to claim 3, characterized in that, The step of correcting the current base camber angle based on the first camber angle correction, and / or the second camber angle correction amount, and / or the third camber angle correction amount, and / or the fourth camber angle correction amount to obtain the optimal camber angle includes: Obtain the correction weights corresponding to the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction, respectively; Based on the aforementioned correction weights, the first camber correction, the second camber correction, the third camber correction, and the fourth camber correction are fused together to generate the target camber correction. Based on the target camber correction amount, the current base camber angle is corrected to obtain the optimal camber angle.

8. The method according to claim 1, characterized in that, The control of each target wheel based on the current optimal camber angle corresponding to each target wheel includes: For each target wheel, obtain the current actual camber angle of the target wheel at the current moment and the historical optimal camber angle at the previous moment; The current optimal camber angle is compared with the historical optimal camber angle, and the current optimal camber angle is compared with the current actual camber angle. If the first absolute difference between the current optimal camber angle and the historical optimal camber angle is greater than a first preset difference threshold, and the second absolute difference between the current optimal camber angle and the current actual camber angle is greater than a second preset difference threshold, then the target wheel is controlled based on the current optimal camber angle.

9. A vehicle stability control device, characterized in that, The device includes: The first acquisition module is used to acquire the current base camber angle corresponding to each target wheel in the target vehicle; The second acquisition module is used to acquire correction parameters corresponding to each of the target wheels; the correction parameters include at least one of the following: current tire pressure, current tire inner and outer temperature difference, current road surface adhesion coefficient, current driver driving data, and target tire wear parameters; The correction module is used to correct the current base camber angle of the target wheel based on the correction parameters corresponding to the target wheel, so as to obtain the current optimal camber angle of the target wheel; The control module is used to control each of the target wheels based on the current optimal camber angle corresponding to each target wheel, so as to ensure the stability of the target vehicle.

10. A target vehicle, characterized in that, include: The vehicle body and electronic devices; wherein the electronic devices include: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the vehicle stability control method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the vehicle stability control method according to any one of claims 1 to 8.

12. A computer program product, characterized in that, Includes computer instructions for causing a computer to execute the vehicle stability control method according to any one of claims 1 to 8.

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