Vehicle stability control method and related device
By acquiring vehicle operating parameters and calculating the center of gravity sideslip angle offset, and by using the active suspension and braking system to coordinate and adjust the vertical load on the wheels, the problem of abrupt intervention in vehicle stability control in existing technologies is solved, and rapid correction of vehicle attitude and improvement of stability are achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- VOYAH AUTOMOBILE TECH CO LTD
- Filing Date
- 2026-04-30
- Publication Date
- 2026-06-05
AI Technical Summary
Existing vehicle stability control technologies rely on the braking system, which can lead to abrupt intervention. Long-term control can result in a decline in driving experience and makes it difficult to simultaneously adapt to comfort and safety under both normal and emergency conditions.
By acquiring vehicle operating parameters, including steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal, the offset of the center of gravity sideslip angle is calculated, the target lateral correction torque is determined, and the vertical load of the wheels is adjusted by the active suspension, combined with the braking system to supplement the lateral torque, thereby achieving vehicle attitude correction.
It can quickly correct the vehicle's driving posture, suppress instability, improve the overall vehicle driving stability and safety, and avoid a decline in driving experience.
Smart Images
Figure CN122143875A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, specifically to a method, device, vehicle, equipment, and computer-readable storage medium for vehicle stability control. Background Technology
[0002] Currently, vehicle stability control technology is widely used in active safety systems for passenger cars and commercial vehicles, involving the coordination of multiple systems such as steering, braking and suspension. The industry's comprehensive demand for vehicle handling stability, driving smoothness and safety is becoming increasingly strong, and there is an urgent need for stability control solutions that can simultaneously adapt to comfort under normal operating conditions and safety under emergency operating conditions.
[0003] In related technologies, electronic stability control (ESC) is often used to intervene in vehicle stability by generating yaw moment through braking of one side of the wheel, adjusting the traditional passive suspension, or triggering a fixed threshold.
[0004] However, existing technologies rely heavily on braking systems, which can lead to abrupt intervention and prolonged control cycles can degrade the driving experience. Summary of the Invention
[0005] To address the aforementioned issues, this application provides a vehicle stability control method, apparatus, vehicle, equipment, and computer-readable storage medium.
[0006] In a first aspect, embodiments of this application provide a vehicle stability control method, the vehicle stability control method comprising: Acquire vehicle operating parameters, including vehicle steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal; The center of gravity side deflection is obtained based on the steering wheel angle signal, the lateral and longitudinal acceleration signals, and the yaw rate signal. The target lateral correction torque is determined based on the centroid side slip angle offset, lateral and longitudinal acceleration signals, and yaw rate signals. Based on the target lateral correction torque, the target active force is determined, and then the target active force is sent to the active suspension so that the active suspension can adjust the vertical load on the wheel based on the target active force.
[0007] In conjunction with the first aspect, in one embodiment, obtaining the center of gravity sideslip angle offset based on the steering wheel angle signal, the lateral and longitudinal acceleration signals, and the yaw rate signal includes: The steering wheel angle signal is input into a preset vehicle dynamics model to obtain the target centroid sideslip angle. Based on the longitudinal and lateral acceleration signals and the yaw rate signal, the actual centroid sideslip angle is obtained; The offset of the centroid side slip angle is obtained based on the difference between the target centroid side slip angle and the actual centroid side slip angle.
[0008] In conjunction with the first aspect, in one implementation, the process of acquiring vehicle operating parameters includes: The original operating parameters of the vehicle are obtained, and the original operating parameters of the vehicle are filtered and validated to obtain the vehicle operating parameters.
[0009] In conjunction with the first aspect, in one embodiment, determining the target lateral correction torque based on the centroid sideslip angle offset, the lateral and longitudinal acceleration signals, and the yaw rate signal includes: The initial lateral correction torque is determined based on the centroid side slip angle offset, lateral and longitudinal acceleration signals, and yaw rate signals. The intermediate torque is obtained based on the initial lateral correction torque, the preset upper limit torque value, and the preset lower limit torque value; Calculate the difference between the intermediate torque and the most recently obtained historical target lateral correction torque. If the absolute value of the difference is greater than a preset threshold, then correct the intermediate torque to obtain the target lateral correction torque.
[0010] In conjunction with the first aspect, in one embodiment, obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is greater than the preset torque upper limit value, then the preset torque upper limit value is determined as the intermediate torque.
[0011] In conjunction with the first aspect, in one embodiment, obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is less than the preset lower limit of torque, then the preset lower limit of torque is determined as the intermediate torque.
[0012] In conjunction with the first aspect, in one embodiment, obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is greater than or equal to the preset lower torque limit and less than or equal to the preset upper torque limit, then the initial lateral correction torque is determined as the intermediate torque.
[0013] In conjunction with the first aspect, in one implementation, determining the target active force based on the target lateral correction torque includes: Based on the target lateral correction torque and the preset vehicle suspension stiffness parameters, the vertical load change that needs to be adjusted on the front and rear axles is calculated. Based on the vertical load variation and the characteristics of the preset active suspension actuator, the magnitude and direction of the target active force are determined.
[0014] In conjunction with the first aspect, in one embodiment, the active suspension adjusting the vertical load on the wheel based on the target active force includes: The active suspension increases the vertical load on the front axle and decreases the vertical load on the rear axle based on the target active force, or decreases the vertical load on the front axle and increases the vertical load on the rear axle.
[0015] In conjunction with the first aspect, in one embodiment, after sending the target active force to the active suspension, the method further includes: Obtain the active lateral torque generated after the active suspension adjusts the vertical load; If the active lateral torque is within a preset range, the vehicle's yaw motion is adjusted based on the active lateral torque so that the vehicle's actual center of gravity sideslip angle converges to the target center of gravity sideslip angle.
[0016] In conjunction with the first aspect, in one embodiment, the vehicle stability control method further includes: If the active lateral torque is less than the target lateral correction torque, the control braking system supplements the lateral torque by braking output from one wheel.
[0017] In conjunction with the first aspect, in one embodiment, the vehicle stability control method further includes: If the active lateral torque is less than the target lateral correction torque, the active suspension is controlled to adjust the vertical load of the left and right wheels on the same axle of the drive shaft, so as to form a driving force difference between the left and right wheels and generate an active yaw torque. The active lateral torque is superimposed on the active yaw torque to meet the requirements of the target lateral correction torque.
[0018] In conjunction with the first aspect, in one implementation, the method further includes, before acquiring the vehicle operating parameters: If the vehicle speed is greater than the preset speed, the braking system will be controlled to output lateral torque first.
[0019] Secondly, embodiments of this application provide a vehicle stability control device, the vehicle stability control device comprising: The acquisition module is used to acquire vehicle operating parameters, including vehicle steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal. The module is used to obtain the center of gravity side slip angle offset based on the steering wheel angle signal, the lateral and longitudinal acceleration signals, and the yaw rate signal. The first determining module is used to determine the target lateral correction torque based on the centroid side slip angle offset, the lateral and longitudinal acceleration signals, and the yaw rate signal. The second determining module is used to determine the target active force based on the target lateral correction torque, and then send the target active force to the active suspension so that the active suspension can adjust the vertical load of the wheel based on the target active force.
[0020] Thirdly, embodiments of this application provide a vehicle that includes the vehicle stability control device as described in the second aspect.
[0021] Fourthly, embodiments of this application provide a vehicle stability control device, which includes a processor, a memory, and a vehicle stability control program stored in the memory and executable by the processor. When the vehicle stability control program is executed by the processor, it implements the steps of the vehicle stability control method as described in the first aspect.
[0022] Fifthly, embodiments of this application provide a computer-readable storage medium storing a vehicle stability control program, wherein when the vehicle stability control program is executed by a processor, it implements the steps of the vehicle stability control method as described in the first aspect.
[0023] The beneficial effects of the technical solutions provided in this application include: By acquiring vehicle operating parameters, including steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal; based on the steering wheel angle signal, lateral and longitudinal acceleration signals, and yaw rate signal, the center of gravity sideslip angle offset is obtained; based on the center of gravity sideslip angle offset, lateral and longitudinal acceleration signals, and yaw rate signal, the target lateral correction torque is determined; based on the target lateral correction torque, the target active force is determined, and then the target active force is sent to the active suspension so that the active suspension can adjust the vertical load on the wheels based on the target active force. This can quickly correct the vehicle's driving posture, suppress instability tendencies, and effectively improve the overall vehicle driving stability and driving safety. Attached Figure Description
[0024] Figure 1 This is a flowchart illustrating an embodiment of the vehicle stability control method of this application; Figure 2 For this application Figure 1 A detailed flowchart of step S20; Figure 3 For this application Figure 1 A detailed flowchart of step S30; Figure 4This is a functional module diagram of an embodiment of the vehicle stability control device of this application; Figure 5 This is a schematic diagram of the hardware structure of the vehicle stability control device involved in the embodiments of this application. Detailed Implementation
[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application. To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0026] In a first aspect, embodiments of this application provide a method for controlling vehicle stability.
[0027] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart of an embodiment of the vehicle stability control method of this application. Figure 1 As shown, the vehicle stability control methods include: Step S10: Obtain vehicle operating parameters, including vehicle steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal. In this embodiment, various sensors on the vehicle collect vehicle operating parameters in real time, such as steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signals, to ensure that the collected parameters can accurately reflect the current driving status of the vehicle.
[0028] Step S20: Based on the steering wheel angle signal, lateral and longitudinal acceleration signals, and yaw rate signal, obtain the center of gravity side slip angle offset. In this embodiment, the collected steering wheel angle signal, lateral and longitudinal acceleration signal and yaw rate signal are comprehensively calculated by combining the preset vehicle dynamics related logic to obtain the centroid sideslip angle offset that can characterize the degree of deviation between the actual driving posture and the ideal driving posture of the vehicle.
[0029] Step S30: Determine the target lateral correction torque based on the centroid side slip angle offset, lateral and longitudinal acceleration signals, and yaw rate signal. In this embodiment, the vehicle's driving conditions are reflected by the center of gravity sideslip angle offset, combined with the lateral and longitudinal acceleration signals and the yaw rate signals. The target lateral correction torque that can correct the vehicle's attitude and suppress the tendency to lose stability is determined by a preset control algorithm.
[0030] Step S40: Determine the target active force based on the target lateral correction torque, and then send the target active force to the active suspension so that the active suspension can adjust the vertical load on the wheel based on the target active force.
[0031] In this embodiment, the target active force is matched according to the magnitude and direction of the target lateral correction torque, and the target active force is sent to the active suspension. The active suspension performs corresponding actions to adaptively adjust the vertical load on the wheel, thereby correcting the vehicle's driving posture and ensuring stable driving of the vehicle.
[0032] In this embodiment, vehicle operating parameters are acquired, including vehicle steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal. Based on these signals, the center of gravity sideslip angle offset is obtained. A target lateral correction torque is determined based on the same offset, acceleration, and yaw rate signals. A target active force is then determined based on the target lateral correction torque and transmitted to the active suspension. The active suspension adjusts the vertical load on the wheels based on this target active force, quickly correcting the vehicle's driving posture, suppressing instability tendencies, and effectively improving overall vehicle stability and driving safety.
[0033] Further, in one embodiment, obtaining the center of gravity sideslip angle offset based on the steering wheel angle signal, lateral and longitudinal acceleration signals, and yaw rate signal includes: Step S201: Input the steering wheel angle signal into the preset vehicle dynamics model to obtain the target centroid sideslip angle; Step S202: Based on the longitudinal and lateral acceleration signals and the yaw rate signal, the actual centroid sideslip angle is obtained; Step S203: Obtain the offset of the centroid side deflection angle based on the difference between the target centroid side deflection angle and the actual centroid side deflection angle.
[0034] In this embodiment, refer to Figure 2 , Figure 2 For this application Figure 1The detailed flowchart of step S20 shows that the vehicle dynamics model is preset to be a linear two-degree-of-freedom dynamics model of the whole vehicle. The real-time collected steering wheel angle signal is input into the dynamics model, and the target center of gravity sideslip angle under the current ideal driving state is calculated. The lateral acceleration, longitudinal acceleration and yaw rate signals collected by the inertial measurement unit are combined with the vehicle kinematics relationship to calculate the actual center of gravity sideslip angle under the actual driving state of the vehicle in real time. The target center of gravity sideslip angle is subtracted from the actual center of gravity sideslip angle, and the difference is calculated to finally obtain the real-time center of gravity sideslip angle offset, which is used for subsequent torque calculation.
[0035] Furthermore, in one embodiment, the process of acquiring vehicle operating parameters includes: The original operating parameters of the vehicle are obtained, and the original operating parameters of the vehicle are filtered and validated to obtain the vehicle operating parameters.
[0036] In this embodiment, a first-order low-pass filter algorithm is used to perform noise reduction filtering on the original parameters to filter out high-frequency noise signals caused by driving bumps and electromagnetic interference. At the same time, signal amplitude thresholds and rate of change thresholds are set to perform validity verification and eliminate invalid data such as open circuits, short circuits, and signal jumps. The valid parameters after filtering and validity screening are uniformly organized into standardized vehicle operating parameters (referred to as vehicle operating parameters) for subsequent control algorithms to call.
[0037] Further, in one embodiment, determining the target lateral correction torque based on the centroid sideslip angle offset, lateral and longitudinal acceleration signals, and yaw rate signal includes: Step S301: Determine the initial lateral correction torque based on the centroid side slip angle offset, lateral and longitudinal acceleration signals, and yaw rate signal; Step S302: Obtain the intermediate torque based on the initial lateral correction torque, the preset upper limit torque value, and the preset lower limit torque value; Step S303: Calculate the difference between the intermediate torque and the most recently obtained historical target lateral correction torque. If the absolute value of the difference is greater than a preset threshold, then correct the intermediate torque to obtain the target lateral correction torque.
[0038] In this embodiment, refer to Figure 3 , Figure 3 For this application Figure 1The detailed flowchart of step S30 shows that the real-time calculated sideslip angle offset is used as the core input. Combined with the current lateral and longitudinal accelerations and yaw rate, the system retrieves the multi-dimensional MAP data table calibrated offline for the entire vehicle to obtain the initial lateral correction torque under the current operating conditions. Based on the upper and lower torque limits calibrated by the entire vehicle, the initial lateral correction torque is range-limited, and the limited intermediate torque is output. The system reads the historical target lateral correction torque stored in the previous control cycle and calculates the difference between the intermediate torque and the historical torque. When the absolute value of the difference exceeds a preset fluctuation threshold (e.g., 5N), the system calculates the difference. When the torque is m), a slope limiting smoothing algorithm is used to gradually correct the intermediate torque to avoid sudden torque changes, and finally output a stable and reliable target lateral correction torque.
[0039] Further, in one embodiment, obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is greater than the preset torque upper limit value, then the preset torque upper limit value is determined as the intermediate torque.
[0040] In this embodiment, the preset torque upper limit is calibrated to 1000N. m, if the initial lateral correction torque obtained from the current solution is 1300N m, which clearly exceeds the upper limit threshold; to avoid overloading the suspension actuators and causing drastic fluctuations in vehicle attitude, the preset torque upper limit value of 1000N is directly set. The value of m is assigned to the intermediate torque to complete the upper limit limiting process.
[0041] Further, in one embodiment, obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is less than the preset lower limit of torque, then the preset lower limit of torque is determined as the intermediate torque.
[0042] In this embodiment, if the initial lateral correction torque obtained by the current solution is lower than the lower limit threshold, in order to prevent the reverse correction torque from being too large and causing the vehicle to lose control, the preset lower limit torque value is directly assigned as the intermediate torque to complete the lower limit amplitude processing.
[0043] Further, in one embodiment, obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is greater than or equal to the preset lower torque limit and less than or equal to the preset upper torque limit, then the initial lateral correction torque is determined as the intermediate torque.
[0044] In this embodiment, when the calculated initial lateral correction torque is within the range of the lower and upper limits, there is no need to cut off the upper and lower limits. The initial lateral correction torque is directly used as the intermediate torque output to ensure the accuracy of the control response.
[0045] Further, in one embodiment, determining the target active force based on the target lateral correction torque includes: Based on the target lateral correction torque and the preset vehicle suspension stiffness parameters, the vertical load change that needs to be adjusted on the front and rear axles is calculated. Based on the vertical load variation and the characteristics of the preset active suspension actuator, the magnitude and direction of the target active force are determined.
[0046] In this embodiment, the current target lateral correction torque is retrieved, and combined with the vehicle's preset equivalent stiffness coefficients of the front and rear suspensions, the vertical load change that needs to be adjusted for the front and rear axles is calculated through the load-torque coupling formula. Combined with preset actuator characteristic parameters such as the output limit and response rate of the active suspension damper and the actuator motor, the suspension output force is matched in reverse according to the load change, and finally the specific magnitude of the target active force and the direction of tension / compression are determined.
[0047] Furthermore, in one embodiment, the active suspension adjusting the vertical load on the wheel based on the target active force includes: The active suspension increases the vertical load on the front axle and decreases the vertical load on the rear axle based on the target active force, or decreases the vertical load on the front axle and increases the vertical load on the rear axle.
[0048] In this embodiment, when the vehicle experiences oversteer, the active suspension receives the target active force and actively increases the vertical load on the front axle wheels while simultaneously decreasing the vertical load on the rear axle wheels. When the vehicle experiences understeer, the active suspension adjusts in the opposite direction according to the target active force, decreasing the vertical load on the front axle and increasing the vertical load on the rear axle. By adjusting the vertical loads of the front and rear axles differently, the adhesion state of the left and right wheels and the front and rear wheels is changed, providing a basis for vehicle attitude correction.
[0049] Furthermore, in one embodiment, after sending the target active force to the active suspension, the method further includes: Obtain the active lateral torque generated after the active suspension adjusts the vertical load; If the active lateral torque is within a preset range, the vehicle's yaw motion is adjusted based on the active lateral torque so that the vehicle's actual center of gravity sideslip angle converges to the target center of gravity sideslip angle.
[0050] In this embodiment, after the active suspension completes the vertical load adjustment of the front and rear axles, the IPB controller monitors and collects the active lateral torque generated by the load difference in real time. If the current active lateral torque falls within the preset range, the controller uses the active lateral torque as the basis for adjustment to continuously suppress the vehicle's excessive yaw motion, gradually correct the vehicle's attitude, and make the real-time detected actual center of gravity sideslip angle continuously approach and converge to the target center of gravity sideslip angle, thus restoring the vehicle's stable driving state.
[0051] Furthermore, in one embodiment, the vehicle stability control method further includes: If the active lateral torque is less than the target lateral correction torque, the control braking system supplements the lateral torque by braking output from one wheel.
[0052] In this embodiment, under low-speed, large-angle steering conditions, the maximum active lateral torque output by the active suspension cannot meet the control requirements. The controller determines that the torque is insufficient and actively triggers the braking compensation logic. It controls the ESC / IPB system to apply appropriate braking force to one side of the vehicle's wheels and uses the additional output of braking torque to supplement the lateral torque and make up for the suspension torque gap.
[0053] Furthermore, in one embodiment, the vehicle stability control method further includes: If the active lateral torque is less than the target lateral correction torque, the active suspension is controlled to adjust the vertical load of the left and right wheels on the same axle of the drive shaft, so as to form a driving force difference between the left and right wheels and generate an active yaw torque. The active lateral torque is superimposed on the active yaw torque to meet the requirements of the target lateral correction torque.
[0054] In this embodiment, when the active lateral torque generated by the active suspension solely by adjusting the vertical loads of the front and rear axles is insufficient to meet the target lateral correction torque required for vehicle stability, the active suspension further adjusts the vertical load distribution between the left and right wheels of the drive axle, creating a difference in vertical load between the left and right wheels. Under the same road surface adhesion conditions, the difference in vertical load between the left and right wheels will result in a difference in the driving force they can output, thereby forming an active yaw torque used to correct the vehicle's attitude. The active lateral torque and the active yaw torque are superimposed to ensure that the total torque meets the requirements of the target lateral correction torque, thereby widening the torque range for vehicle stability control and improving the vehicle's stability and controllability under extreme conditions.
[0055] Furthermore, in one embodiment, the process of acquiring vehicle operating parameters further includes: If the vehicle speed is greater than the preset speed, the braking system will be controlled to output lateral torque first.
[0056] In this embodiment, the preset vehicle speed threshold is 90km / h. When the real-time vehicle speed is greater than 90km / h, the braking stability control logic is activated first. The braking system outputs lateral torque to quickly suppress the vehicle instability trend. The braking response is faster and the control reliability is higher under high-speed conditions. After the vehicle speed is reduced to within the threshold, the vehicle stability control process of suspension coordination adjustment is fully activated.
[0057] Secondly, embodiments of this application also provide a vehicle stability control device.
[0058] In one embodiment, reference is made to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of the vehicle stability control device of this application. Figure 4 As shown, the vehicle stability control device includes: The acquisition module 10 is used to acquire vehicle operating parameters, including vehicle steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals and yaw rate signal; The module 20 is used to obtain the center of gravity side deflection angle offset based on the steering wheel angle signal, the lateral and longitudinal acceleration signals and the yaw rate signal. The first determining module 30 is used to determine the target lateral correction torque based on the centroid side slip angle offset, the lateral and longitudinal acceleration signals and the yaw rate signal; The second determining module 40 is used to determine the target active force based on the target lateral correction torque, and then send the target active force to the active suspension so that the active suspension can adjust the vertical load of the wheel based on the target active force.
[0059] Furthermore, in one embodiment, the obtaining module 20 is used for: The steering wheel angle signal is input into a preset vehicle dynamics model to obtain the target centroid sideslip angle. Based on the longitudinal and lateral acceleration signals and the yaw rate signal, the actual centroid sideslip angle is obtained; The offset of the centroid side slip angle is obtained based on the difference between the target centroid side slip angle and the actual centroid side slip angle.
[0060] Furthermore, in one embodiment, the acquisition module 10 is also used for: The original operating parameters of the vehicle are obtained, and the original operating parameters of the vehicle are filtered and validated to obtain the vehicle operating parameters.
[0061] Furthermore, in one embodiment, the first determining module 30 is used to: The initial lateral correction torque is determined based on the centroid side slip angle offset, lateral and longitudinal acceleration signals, and yaw rate signals. The intermediate torque is obtained based on the initial lateral correction torque, the preset upper limit torque value, and the preset lower limit torque value; Calculate the difference between the intermediate torque and the most recently obtained historical target lateral correction torque. If the absolute value of the difference is greater than a preset threshold, then correct the intermediate torque to obtain the target lateral correction torque.
[0062] Furthermore, in one embodiment, the first determining module 30 is used to: If the initial lateral correction torque is greater than the preset torque upper limit value, then the preset torque upper limit value is determined as the intermediate torque.
[0063] Furthermore, in one embodiment, the first determining module 30 is used to: If the initial lateral correction torque is less than the preset lower limit of torque, then the preset lower limit of torque is determined as the intermediate torque.
[0064] Furthermore, in one embodiment, the first determining module 30 is used to: If the initial lateral correction torque is greater than or equal to the preset lower torque limit and less than or equal to the preset upper torque limit, then the initial lateral correction torque is determined as the intermediate torque.
[0065] Furthermore, in one embodiment, the second determining module 40 is used to: Based on the target lateral correction torque and the preset vehicle suspension stiffness parameters, the vertical load change that needs to be adjusted on the front and rear axles is calculated. Based on the vertical load variation and the characteristics of the preset active suspension actuator, the magnitude and direction of the target active force are determined.
[0066] Furthermore, in one embodiment, the second determining module 40 is used to: The active suspension increases the vertical load on the front axle and decreases the vertical load on the rear axle based on the target active force, or decreases the vertical load on the front axle and increases the vertical load on the rear axle.
[0067] Furthermore, in one embodiment, the vehicle stability control device further includes an adjustment module for: Obtain the active lateral torque generated after the active suspension adjusts the vertical load; If the active lateral torque is within a preset range, the vehicle's yaw motion is adjusted based on the active lateral torque so that the vehicle's actual center of gravity sideslip angle converges to the target center of gravity sideslip angle.
[0068] Furthermore, in one embodiment, the vehicle stability control device further includes a control module for: If the active lateral torque is less than the target lateral correction torque, the control braking system supplements the lateral torque by braking output from one wheel.
[0069] Furthermore, in one embodiment, the control module is also used for: If the active lateral torque is less than the target lateral correction torque, the active suspension is controlled to adjust the vertical load of the left and right wheels on the same axle of the drive shaft, so as to form a driving force difference between the left and right wheels and generate an active yaw torque. The active lateral torque is superimposed on the active yaw torque to meet the requirements of the target lateral correction torque.
[0070] Furthermore, in one embodiment, the control module is also used for: If the vehicle speed is greater than the preset speed, the braking system will be controlled to output lateral torque first.
[0071] The functions of each module in the above-mentioned vehicle stability control device correspond to the steps in the above-mentioned vehicle stability control method embodiment, and their functions and implementation processes will not be described in detail here.
[0072] Thirdly, embodiments of this application provide a vehicle that includes the vehicle stability control device as described in the second aspect.
[0073] Fourthly, embodiments of this application provide a vehicle stability control device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.
[0074] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of the vehicle stability control device involved in the embodiments of this application. In the embodiments of this application, the vehicle stability control device may include a processor, a memory, a communication interface, and a communication bus.
[0075] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.
[0076] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used to interconnect components within the vehicle stability control equipment, as well as interfaces used to interconnect the vehicle stability control equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.
[0077] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.
[0078] The processor can be a general-purpose processor, which can call the vehicle stability control program stored in the memory and execute the vehicle stability control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle stability control program is called can be referred to in the various embodiments of the vehicle stability control method of this application, and will not be repeated here.
[0079] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.
[0080] Fifthly, embodiments of this application also provide a computer-readable storage medium.
[0081] The present application has a computer-readable storage medium storing a vehicle stability control program, wherein when the vehicle stability control program is executed by a processor, it implements the steps of the vehicle stability control method described above.
[0082] The method implemented when the vehicle stability control program is executed can be referred to in various embodiments of the vehicle stability control method of this application, and will not be repeated here.
[0083] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.
[0084] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.
[0085] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.
[0086] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.
[0087] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.
[0088] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.
[0089] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.
Claims
1. A method for controlling vehicle stability, characterized in that, The vehicle stability control method includes: Acquire vehicle operating parameters, including vehicle steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal; The center of gravity side deflection is obtained based on the steering wheel angle signal, the lateral and longitudinal acceleration signals, and the yaw rate signal. The target lateral correction torque is determined based on the centroid side slip angle offset, lateral and longitudinal acceleration signals, and yaw rate signals. Based on the target lateral correction torque, the target active force is determined, and then the target active force is sent to the active suspension so that the active suspension can adjust the vertical load on the wheel based on the target active force.
2. The vehicle stability control method as described in claim 1, characterized in that, The process of obtaining the center of gravity sideslip angle offset based on the steering wheel angle signal, lateral and longitudinal acceleration signals, and yaw rate signal includes: The steering wheel angle signal is input into a preset vehicle dynamics model to obtain the target centroid sideslip angle. Based on the longitudinal and lateral acceleration signals and the yaw rate signal, the actual centroid sideslip angle is obtained; The offset of the centroid side slip angle is obtained based on the difference between the target centroid side slip angle and the actual centroid side slip angle.
3. The vehicle stability control method as described in claim 1, characterized in that, Before obtaining the vehicle operating parameters, the following steps are included: The original operating parameters of the vehicle are obtained, and the original operating parameters of the vehicle are filtered and validated to obtain the vehicle operating parameters.
4. The vehicle stability control method as described in claim 1, characterized in that, The determination of the target lateral correction torque based on the centroid sideslip angle offset, lateral and longitudinal acceleration signals, and yaw rate signal includes: The initial lateral correction torque is determined based on the centroid side slip angle offset, lateral and longitudinal acceleration signals, and yaw rate signals. The intermediate torque is obtained based on the initial lateral correction torque, the preset upper limit torque value, and the preset lower limit torque value; Calculate the difference between the intermediate torque and the most recently obtained historical target lateral correction torque. If the absolute value of the difference is greater than a preset threshold, then correct the intermediate torque to obtain the target lateral correction torque.
5. The vehicle stability control method as described in claim 4, characterized in that, The process of obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is greater than the preset torque upper limit value, then the preset torque upper limit value is determined as the intermediate torque.
6. The vehicle stability control method as described in claim 4, characterized in that, The process of obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is less than the preset lower limit of torque, then the preset lower limit of torque is determined as the intermediate torque.
7. The vehicle stability control method as described in claim 4, characterized in that, The process of obtaining the intermediate torque based on the initial lateral correction torque, the preset upper torque limit, and the preset lower torque limit includes: If the initial lateral correction torque is greater than or equal to the preset lower torque limit and less than or equal to the preset upper torque limit, then the initial lateral correction torque is determined as the intermediate torque.
8. The vehicle stability control method as described in claim 1, characterized in that, The step of determining the target active force based on the target lateral correction torque includes: Based on the target lateral correction torque and the preset vehicle suspension stiffness parameters, the vertical load change that needs to be adjusted on the front and rear axles is calculated. Based on the vertical load variation and the characteristics of the preset active suspension actuator, the magnitude and direction of the target active force are determined.
9. The vehicle stability control method as described in claim 1, characterized in that, The active suspension adjusts the vertical load on the wheel based on the target active force, including: The active suspension increases the vertical load on the front axle and decreases the vertical load on the rear axle based on the target active force, or decreases the vertical load on the front axle and increases the vertical load on the rear axle.
10. The vehicle stability control method as described in claim 9, characterized in that, After sending the target active force to the active suspension, the method further includes: Obtain the active lateral torque generated after the active suspension adjusts the vertical load; If the active lateral torque is within a preset range, the vehicle's yaw motion is adjusted based on the active lateral torque so that the vehicle's actual center of gravity sideslip angle converges to the target center of gravity sideslip angle.
11. The vehicle stability control method as described in claim 9, characterized in that, The vehicle stability control method also includes: If the active lateral torque is less than the target lateral correction torque, the control braking system supplements the lateral torque by braking output from one wheel.
12. The vehicle stability control method as described in claim 9, characterized in that, The vehicle stability control method also includes: If the active lateral torque is less than the target lateral correction torque, the active suspension is controlled to adjust the vertical load of the left and right wheels on the same axle of the drive shaft, so as to form a driving force difference between the left and right wheels and generate an active yaw torque. The active lateral torque is superimposed on the active yaw torque to meet the requirements of the target lateral correction torque.
13. The vehicle stability control method as described in claim 1, characterized in that, Before obtaining the vehicle operating parameters, the process also includes: If the vehicle speed is greater than the preset speed, the braking system will be controlled to output lateral torque first.
14. A vehicle stability control device, characterized in that, The vehicle stability control device includes: The acquisition module is used to acquire vehicle operating parameters, including vehicle steering wheel angle signal, vehicle speed, lateral and longitudinal acceleration signals, and yaw rate signal. The module is used to obtain the center of gravity side slip angle offset based on the steering wheel angle signal, the lateral and longitudinal acceleration signals, and the yaw rate signal. The first determining module is used to determine the target lateral correction torque based on the centroid side slip angle offset, the lateral and longitudinal acceleration signals, and the yaw rate signal. The second determining module is used to determine the target active force based on the target lateral correction torque, and then send the target active force to the active suspension so that the active suspension can adjust the vertical load of the wheel based on the target active force.
15. A vehicle, characterized in that, The vehicle includes the vehicle stability control device as described in claim 13.
16. A vehicle stability control device, characterized in that, The vehicle stability control device includes a processor, a memory, and a vehicle stability control program stored in the memory and executable by the processor, wherein when the vehicle stability control program is executed by the processor, it implements the steps of the vehicle stability control method as described in any one of claims 1 to 13.
17. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle stability control program, wherein when the vehicle stability control program is executed by a processor, it implements the steps of the vehicle stability control method as described in any one of claims 1 to 13.