Vehicle post-collision stability control method and device, electronic equipment and vehicle

Abstract

This application discloses a method, device, electronic device, and vehicle for post-collision stability control, belonging to the field of vehicle technology. The method includes: updating vehicle attribute parameters based on vehicle operating state data in the event of a collision; updating the vehicle's dynamic model based on the updated attribute parameters; and applying collision-matched stability control to the vehicle based on the updated dynamic model, wherein the stability control includes at least vertical control of the vehicle. This application improves the post-collision driving stability of vehicles, providing a guarantee for emergency control and safe driving after a collision in autonomous driving scenarios.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a method, device, electronic device and vehicle for controlling vehicle stability after a collision. Background Technology

[0002] After a collision, the risk of secondary collisions can be reduced by applying stability control measures. Related technologies for vehicle stability control typically start with the braking (drive) and steering systems, assessing instability based on the vehicle's state, and then determining the control weights of active front-wheel steering and direct yaw moment control based on the assessment results to achieve stability control. In vehicles equipped with autonomous driving functions, although the perception and decision-making system can quickly trigger emergency control upon a collision, existing strategies still rely on conventional dynamic models for control output. Collisions can cause instantaneous changes in the vehicle's structure and load distribution, such as center of gravity shift and distortion of mass and inertia parameters, leading to significant differences in vehicle dynamic characteristics compared to the normal state. Existing vehicle stability control methods mostly use fixed attribute parameters and dynamic models, failing to consider the changes in vehicle state caused by a collision, resulting in insufficient stability control effectiveness. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the related art. To this end, this application proposes a vehicle post-collision stability control method, device, electronic equipment, and vehicle, which improves the driving stability of the vehicle after a collision.

[0004] In a first aspect, this application provides a method for controlling vehicle stability after a collision, the method comprising: In the event of a vehicle collision, the vehicle's attribute parameters are updated based on the vehicle's operational status data. The vehicle's dynamics model is updated based on the updated attribute parameters; Based on the updated dynamics model, stability control matching the collision is applied to the vehicle, the stability control including at least the control of the vehicle in the vertical direction.

[0005] In the above technical solution, when a vehicle collision occurs, the vehicle's attribute parameters that change due to the collision are updated by real-time collected operating status data, solving the problem of parameter distortion after the collision. Then, based on the updated attribute parameters, the vehicle dynamics model is updated to ensure that the model can accurately simulate the vehicle's motion state after the collision. Finally, based on the updated model, stability control that matches the collision scenario is applied. Compared with related technologies where vehicle stability control often uses fixed vehicle attribute parameters and dynamics models without considering the changes in the vehicle caused by the collision, this application embodiment ensures that the parameters and model always fit the actual state of the vehicle after the collision by updating attribute parameters and updating the dynamics model, avoiding control failure caused by parameter and model distortion. Moreover, the stability control includes at least vertical control. Vertical control is used to stabilize the vehicle's posture, provide sufficient grip for the tires, and thus provide support for longitudinal and lateral control, avoiding the problem of longitudinal and lateral control failure caused by neglecting vertical control, effectively improving the vehicle's driving stability after the collision.

[0006] Secondly, this application provides a vehicle post-collision stability control device, the device comprising: The parameter update module is used to update the vehicle's attribute parameters based on the vehicle's operating status data in the event of a collision. The model update module is used to update the dynamic model of the vehicle based on the updated attribute parameters; A control module is configured to apply stability control to the vehicle in accordance with the updated dynamics model, the stability control including at least the control of the vehicle in the vertical direction.

[0007] Thirdly, this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle post-collision stability control method as described in the first aspect above.

[0008] Fourthly, this application provides a vehicle including the vehicle post-collision stability control device as described in the third aspect above; or, including a processor for executing the vehicle post-collision stability control method according to any one of claims 1 to 7.

[0009] Fifthly, this application provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle post-collision stability control method as described in the first aspect above.

[0010] In a sixth aspect, this application provides a chip including a processor and a communication interface, the communication interface being coupled to the processor, the processor being used to run programs or instructions to implement the vehicle post-collision stability control method as described in the first aspect.

[0011] In a seventh aspect, this application provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle post-collision stability control method as described in the first aspect above.

[0012] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0013] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a flowchart illustrating a vehicle post-collision stability control method provided in some embodiments of this application; Figure 2 This is one of the schematic diagrams of game control provided in some embodiments of this application; Figure 3 This is a second schematic diagram of game control provided in some embodiments of this application; Figure 4 This is the third schematic diagram of game control provided in some embodiments of this application; Figure 5 This is a schematic diagram of the structure of a vehicle post-collision stability control system provided in some embodiments of this application; Figure 6 This is a schematic diagram of the structure of a vehicle post-collision stability control device provided in some embodiments of this application; Figure 7 These are schematic diagrams of the structure of electronic devices provided in some embodiments of this application. Detailed Implementation

[0014] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0015] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0016] The following description, in conjunction with the accompanying drawings, details the vehicle post-collision stability control method, device, electronic equipment, and vehicle provided in this application through specific embodiments and application scenarios.

[0017] Among them, the vehicle collision stability control method can be applied to the terminal, and can be executed by the hardware or software in the terminal.

[0018] The vehicle post-collision stability control method provided in this application embodiment can be executed by an electronic device or a functional module or entity within an electronic device capable of implementing the method. The electronic devices mentioned in this application embodiment include, but are not limited to, vehicle control units (VCUs) and electronic control units (ECUs). The vehicle can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles. The following description uses an electronic device as an example to illustrate the vehicle post-collision stability control method provided in this application embodiment.

[0019] Figure 1 This is a flowchart illustrating a vehicle post-collision stability control method provided in some embodiments of this application. For example... Figure 1 As shown, the vehicle post-collision stability control method includes steps 110, 120 and 130.

[0020] Step 110: In the event of a vehicle collision, update the vehicle's attribute parameters based on the vehicle's operating status data.

[0021] Operational status data refers to real-time vehicle dynamic data acquired during and after a collision. Examples include longitudinal / lateral / vertical acceleration, yaw rate, sideslip angle, wheel speed, roll angle, pitch angle, axle load transfer, and impact force and direction. This data can serve as the basis for subsequent updates to attribute parameters and dynamic models. For example, operational status data can be collected in real-time using onboard sensors (such as acceleration sensors, angular velocity sensors, wheel speed sensors, and attitude sensors).

[0022] Attribute parameters are parameters that characterize the inherent properties of a vehicle and can change due to a collision. They differ from operational state data and may include, for example, vehicle mass, center of gravity position, and moment of inertia. These parameters are used to construct vehicle dynamics models, and their accuracy affects the model's precision. For instance, a collision can cause vehicle parts to detach, leading to changes in vehicle mass; the impact force and load transfer can cause the vehicle's center of gravity to shift in the longitudinal, lateral, and vertical directions; and a collision can cause changes in mass distribution and vehicle attitude, resulting in changes in the vehicle's moment of inertia.

[0023] In some embodiments, on-board multi-sensor (accelerometer, force sensor, attitude sensor) is used to collect real-time operational status data during the collision process (such as collision impact force, vehicle acceleration, center of mass offset, axle load transfer ratio, etc.), and combined with the vehicle's initial attribute parameters (initial mass, initial center of mass position, initial moment of inertia), the vehicle attribute parameters after the collision are dynamically calculated; alternatively, a model for the change of vehicle attribute parameters after a collision can be preset (trained by combining historical data of different collision intensities and collision directions), and the attribute parameter update values ​​are initially output through the preset model based on the collected operational status data (such as collision speed, collision angle).

[0024] It is understandable that if a vehicle collision results in phenomena such as component detachment, severe load transfer, or center of gravity shift, the original vehicle attribute parameters (initial mass, center of gravity position, etc.) may no longer be applicable. Using these initial attribute parameters would lead to distortion of the subsequent dynamics model and failure of the control strategy. In this embodiment, attribute parameters are updated in real-time using operational status data, rather than using fixed parameters. This allows for adaptation to scenarios with different collision intensities and directions, ensuring that the attribute parameters always match the vehicle's real-time state. This provides accurate data support for subsequent dynamics model updates and stability control, avoiding control deviations caused by parameter distortion.

[0025] Step 120: Update the vehicle's dynamic model based on the updated attribute parameters.

[0026] A vehicle dynamics model is a mathematical model used to describe the laws of vehicle motion, the relationships between forces and motion states. For example, a dynamics model can be a five-degree-of-freedom model, covering longitudinal, lateral, vertical, roll, and pitch motions, used to simulate the vehicle's motion state after a collision. The following is an example of a five-degree-of-freedom vehicle dynamics model:

[0027]

[0028]

[0029]

[0030]

[0031] in, The main power source for active suspension; This is the distance from the center of mass to the front and rear axes; This represents the vertical displacement of the center of mass; This refers to the vertical displacement of the front and rear wheels; For the front and rear suspension spring stiffness; For front and rear suspension damping; It is the centroid sideslip angle; This refers to the yaw rate; The pitch angle; The roll angle; The moment of inertia of the vehicle about its vertical, lateral, and longitudinal axes; For vehicle speed; For the overall vehicle weight.

[0032] Based on the updated attribute parameters, the vehicle's dynamics model is updated. For example, the updated attribute parameters may replace the original initial attribute parameters in the model, and the force equations in the model are corrected by combining the updated operational state data (such as collision impact force), thus completing the update of the dynamics model. In some embodiments, real-time acquired operational state data (such as actual yaw rate and vehicle attitude angle) can be compared with the theoretical values ​​output by the model to correct the model parameters, enabling the updated dynamics model to accurately simulate the vehicle's motion state after a collision.

[0033] The changes in vehicle attribute parameters vary under different collision scenarios. In this embodiment, the dynamic model is updated so that the model can dynamically adapt to different collision scenarios, thus avoiding the problem of poor universality of control strategies caused by using a fixed model.

[0034] Step 130: Based on the updated dynamic model, apply stability control to the vehicle that matches the collision, the stability control including at least the control of the vehicle in the vertical direction.

[0035] Stability control refers to the active control applied to a vehicle after a collision to prevent dangerous situations such as rollover, fishtailing, and loss of control. For example, stability control tailored to a collision can dynamically adjust the control strategy based on the collision intensity, collision direction, and the degree of vehicle instability.

[0036] For example, in some embodiments, when the dynamic model is a five-degree-of-freedom dynamic model, based on the updated dynamic model, stability control matching the collision is applied to the vehicle, including: Based on the updated five-degree-of-freedom dynamics model, the vehicle's stability control objectives are determined (e.g., vertically suppressing body vertical vibration and reducing axle load transfer; laterally suppressing yaw and avoiding rollover, etc.). For vertical control, the optimal active force of the four active suspensions is output through the active suspension system based on the vertical displacement of the vehicle body, vibration acceleration, etc. output by the model. For lateral control, in conjunction with an active front wheel steering system, the front wheel steering angle is adjusted based on the yaw rate and sideslip angle output by the model to suppress vehicle fishtailing and rollover. In some embodiments, a vector control system can also be used for vehicle stability control.

[0037] It should be noted that after a collision, vehicles are prone to increased vertical vibration and loss of vehicle posture control, leading to poor wheel-to-ground contact and insufficient tire grip. Under these circumstances, even if longitudinal and lateral control are implemented, the control force cannot be effectively transmitted, making it difficult to suppress vehicle instability. In this embodiment, active suspension and other control methods are first used to stabilize the vehicle posture and ensure effective wheel-to-ground contact, providing sufficient grip for the tires to complete vertical control. On this basis, longitudinal or lateral control is implemented to ensure that various control actions can play an effective role. At the same time, based on the updated and accurate dynamic model, the vehicle instability state is accurately identified, and the control strategy is matched with the collision scenario to effectively avoid secondary collisions, rollovers, and other dangers caused by vehicle instability. This helps to improve the driving safety of the vehicle after a collision and minimize secondary damage after the collision.

[0038] The vehicle post-collision stability control method provided in this application updates the vehicle's attribute parameters that change due to the collision by using real-time collected operating status data, thus solving the problem of parameter distortion after the collision. Then, based on the updated attribute parameters, the vehicle dynamics model is updated to ensure that the model can accurately simulate the vehicle's motion state after the collision. Finally, based on the updated model, stability control matching the collision scenario is applied. Compared to related technologies where vehicle stability control often uses fixed vehicle attribute parameters and dynamics models without considering the changes in the vehicle caused by the collision, this application ensures that the parameters and model always closely match the actual state of the vehicle after the collision by updating attribute parameters and the dynamics model, avoiding control failure due to parameter and model distortion. Furthermore, the stability control includes at least vertical control, which is used to stabilize the vehicle's posture, provide sufficient grip for the tires, and thus support longitudinal and lateral control. This avoids the problem of lateral and longitudinal control failure due to neglecting vertical control, effectively improving the vehicle's driving stability after a collision and providing a guarantee for emergency control and safe driving after a collision in autonomous driving scenarios.

[0039] In some embodiments of this application, applying stability control to the vehicle based on the updated dynamics model, matching the collision, includes: Determine the extent of collision damage to the vehicle after the collision; A stability factor is determined to characterize the vehicle's stability state, the stability factor being obtained based on the vehicle's longitudinal, lateral, and vertical stability data; Based on the degree of collision damage and the stability factor, determine the control execution system in the vehicle used to apply stability control; Based on the vehicle dynamics model, stability control matching the collision is applied to the control execution system.

[0040] Collision damage level refers to the extent of damage to the vehicle's structure or components after a collision, and can be used to determine the vehicle's controllable range.

[0041] In some embodiments, the degree of collision damage is divided into three levels: minor damage, moderate damage, and severe damage, which can be quantitatively assessed based on collision-related data.

[0042] For example, vehicle-mounted collision sensors and body attitude sensors can be used to collect collision-related data in real time, such as the magnitude of the collision impact force, the duration of the collision, the amount of deformation of the vehicle structure, and the working status data of core components (suspension, steering, and braking). Preset collision damage severity grading thresholds (mild, moderate, and severe) are used, and the collected collision data is compared with these thresholds to quantitatively assess the degree of collision damage. In some embodiments, historical data from different collision scenarios can also be collected to train the collision damage assessment model. After a collision occurs, real-time collision data and component working status data of the current vehicle are collected and input into the trained model, which then outputs the assessment result of the collision damage severity.

[0043] The stability factor is a quantitative indicator used to comprehensively characterize the longitudinal, lateral, and vertical stability of a vehicle after a collision. It is calculated based on the vehicle's three-dimensional stability data. Generally, the value of the stability factor directly reflects the degree of vehicle instability; the higher the value, the higher the risk of vehicle instability.

[0044] Stability data refers to various dynamic data reflecting the stability state of a vehicle in the longitudinal, lateral, and vertical directions after a collision. These data may include longitudinal acceleration, longitudinal velocity change rate, center of gravity sideslip angle, yaw rate, vertical vibration acceleration, body roll angle, pitch angle, and axle load transfer, and are the basic input data for calculating stability factors.

[0045] It is understandable that vehicle instability after a collision is the result of coordinated longitudinal, lateral, and vertical actions. Stability data in a single direction cannot fully reflect the overall state of the vehicle (for example, focusing only on lateral data will ignore poor wheel-to-ground contact caused by vertical attitude loss of control). Based on this, the stability factor calculated based on three-dimensional stability data in this embodiment can comprehensively and quantitatively reflect the degree of vehicle instability, avoid the one-sidedness of assessment in a single direction, and provide an accurate data basis for subsequent selection of control execution system and formulation of control strategy.

[0046] The control execution system refers to the system in a vehicle used to perform stability control actions. For example, it may include suspension control system (such as active suspension, used for vertical control of the vehicle), steering control system (controlled by means of front wheel steering, etc.), brake force distribution system, torque vector control system, etc.

[0047] In some embodiments, a preset collision damage severity threshold (divided into minor, moderate, and severe collisions) is used. When a stability factor characterizes vehicle instability, the control execution system is selected based on the collision damage severity classification. If the collision damage is minor, the control execution system, including the suspension control system, is determined to implement vertical control of the vehicle. If the collision damage is moderate, the control execution system includes the suspension control system and the steering control system to implement vertical control of the vehicle to ensure grip and lateral control to suppress yaw. If the collision damage is severe, the control system includes the suspension control system, steering control system, and torque vector control system. Based on vertical control, longitudinal and lateral control work together to achieve all-round stable control.

[0048] Based on the vehicle dynamics model, stability control matching the collision is applied to the control execution system. For example, this can be based on an updated five-degree-of-freedom dynamics model, combined with the degree of collision damage and a stability factor, to assign control objectives and parameters to each selected control execution system. In some embodiments, based on the updated dynamics model, vertical control is prioritized to quickly stabilize the vehicle's attitude, restore wheel-to-ground contact, and avoid loss of grip due to vertical instability. Then, the control parameters of each control execution system are dynamically calibrated according to the real-time changes in the degree of collision damage (e.g., emergency control is required for severe damage) and the stability factor.

[0049] The vehicle post-collision stability control method provided in this application assesses the degree of vehicle collision damage using collision data after a collision, and then calculates a stability factor based on the vehicle's longitudinal, lateral, and vertical stability data to quantify the vehicle's collision loss and instability. Combining the degree of collision damage and the stability factor, and based on an updated dynamic model, dynamic and matched control actions are applied to the selected control execution system. In different collision scenarios, the degree of vehicle collision damage and instability state vary. This application embodiment can dynamically adjust the selection of the control execution system and the setting of control parameters to adapt to different damage scenarios and different instability states, improving the versatility and adaptability of post-collision vehicle stability control. It can be widely applied to different types of vehicles and various collision scenarios.

[0050] In some embodiments of this application, determining the degree of collision damage to the vehicle after a collision includes: Obtain the structural damage data and dynamic damage data of the vehicle respectively; The structural damage data and dynamic damage data are fused according to the fusion method corresponding to the collision scenario to obtain the degree of collision damage to the vehicle.

[0051] Structural damage data refers to data related to the physical damage to the vehicle body structure, components, etc. after a collision. It is used to characterize the degree of damage to the vehicle's hardware structure, including but not limited to the amount of deformation of the body structure, the degree of deformation of components, and the amount of abnormal suspension travel. It can be collected in real time by body attitude sensors and component status sensors.

[0052] Dynamic damage data refers to data related to abnormal changes in the dynamic characteristics of a vehicle after a collision, reflecting the impact of vehicle damage caused by the collision on dynamic performance.

[0053] In some embodiments, structural damage data includes: local deformation of the vehicle, component detachment status, and the vehicle's energy absorption efficiency in response to the collision.

[0054] In some embodiments, the dynamic damage data includes: the collision energy corresponding to the collision and the center of gravity offset of the vehicle.

[0055] Here is a specific example: Structural damage parameters include as well as :

[0056] in, For vehicle number Strain values ​​at each measuring point; For vehicle number Distance from each measuring point to the reference point; This represents the total number of vehicle measurement points. This represents the actual amount of collapse. To design the maximum collapse amount; Dynamic damage parameters include ,as well as :

[0057] in, These represent the load transfer amounts between the front and rear axles, respectively. The difference in vertical force between the left and right wheels; This is the perpendicular distance between the center of mass and the front axle; This refers to the wheel track.

[0058] In some embodiments, fusing the structural damage data and dynamic damage data according to a fusion method corresponding to the collision scenario to obtain the degree of collision damage to the vehicle includes: In acquiring the structural damage data and dynamic damage data of the vehicle; Multiple collision damage parameters, composed of structural damage data and dynamic damage data, are mapped to their respective membership functions to determine the membership value of each collision damage parameter. Based on the collision scenario, the weights corresponding to each collision damage parameter are determined, and the membership values ​​corresponding to each collision damage parameter are weighted and fused to obtain the degree of collision damage to the vehicle.

[0059] Here is a specific example: Based on the collision damage parameters constructed above, their respective mapping membership functions are constructed as follows:

[0060]

[0061]

[0062]

[0063]

[0064] Based on the characteristics of different collision scenarios, the weights of the above collision damage parameters are adjusted. Perform dynamic allocation:

[0065] Obtain the collision damage degree :

[0066] in, This is a dynamic weight adjustment coefficient, applied when the collision is a head-on collision. In the case of a side collision .

[0067] In some embodiments, after obtaining the degree of collision damage to the vehicle, the method further includes: Determine the degree range to which the collision damage falls.

[0068] For example, if the collision damage score is less than 0.5, it is determined to be a minor collision; if the collision damage score is greater than or equal to 0.5 but less than 0.8, it is determined to be a moderate collision; and if the collision damage score is greater than or equal to 0.8, it is determined to be a severe collision.

[0069] The vehicle post-collision stability control method provided in this application collects both structural and dynamic data to achieve comprehensive coverage of damage data. Compared with traditional collision damage assessment methods that focus on only a single type of damage data and use a uniform assessment method, which cannot fully reflect the actual damage state of the vehicle and lead to misjudgment of damage level, this application can accurately quantify the degree of collision damage and obtain the degree of collision damage by degrading each damage data according to the method corresponding to the collision scenario. This effectively solves the one-sidedness and bias problems of traditional assessment methods, improves the accuracy of determining the degree of collision damage, and provides a reliable basis for the selection of subsequent control execution systems.

[0070] In some embodiments of this application, determining the stability factors used to characterize the longitudinal, lateral, and vertical stability states of a vehicle after a collision includes: The stability factor is determined based on the vehicle's load data, attitude change data, and the reconstructed inertia parameters.

[0071] The following is a specific example of determining the stability factor:

[0072] in, As a stabilizing factor; It is the centroid sideslip angle; This refers to the yaw rate; It is lateral acceleration; axle load transfer amount Total lateral force The moment of inertia of the vehicle about the z-axis (vertical direction) wheelbase Weighting factor.

[0073] In this embodiment, the stability factor is determined by combining longitudinal, lateral, and vertical stability data, specifically including load data, attitude change data, and the reconstructed inertia parameters. By introducing out-of-flight data on the basis of conventional longitudinal and lateral data, it is helpful to solve the problem of untimely instability judgment of conventional stability criteria. Furthermore, it can be combined with active suspension and other control execution systems to participate in the vertical stability problem of the vehicle, which helps to solve the problem of poor redundancy in vehicle stability control.

[0074] In some embodiments of this application, applying stability control to the control execution system based on the vehicle dynamics model, matching the collision, includes: Determine the control parameters corresponding to each of the aforementioned control execution systems; Based on the vehicle dynamics model, a game model is constructed among the control execution systems. The optimal control quantity of each control execution system is obtained by performing joint optimization on the control parameters of each control execution system through the game model. Each of the control execution systems is controlled according to the optimal control quantity to apply stability control that matches the collision.

[0075] Control parameters refer to the adjustable parameters used by each control execution system to achieve stable control. Different control execution systems correspond to different control parameters, which can be dynamically adjusted based on the degree of collision damage and stability factors. For example, when the control execution system is a suspension control system, the control parameters include the active suspension force or suspension stiffness / damping coefficient of the suspension system; when the control execution system is a steering control system (such as an AFS front wheel steering system), the control parameters include the front wheel steering angle and steering response speed; when the control execution system is a torque vector control system (such as a TYC torque vector system), the control parameters include the torque distribution ratio of each wheel, the magnitude of the braking / driving force of each wheel, and the braking / driving response time.

[0076] In some embodiments, a game model is constructed between the control execution systems based on the vehicle dynamics model, including: treating each control execution system as an independent game participant and determining the control objectives of each participant (such as minimizing the body roll angle and vertical vibration of the suspension control system, and minimizing the yaw rate deviation of the steering control system, etc.), while using the constraints of the vehicle dynamics model (upper limit of suspension active force, front wheel steering angle limit, etc.) as game constraints.

[0077] When multiple control execution systems work together, the control objectives of each system differ (e.g., the suspension control system focuses on vehicle posture, while the steering control system focuses on yaw suppression). Optimizing a parameter of a single system can lead to a decrease in the control effectiveness of other systems, or even trigger secondary instability. This step uses a game theory model for joint optimization, which balances the control objectives of each system, resolves coordination conflicts between systems, and achieves optimal matching of control parameters for all control execution systems while satisfying dynamic constraints. This ensures optimal overall vehicle stability and avoids over-control or under-control of a single system.

[0078] Understandably, in the game-theoretic joint optimization process, the vehicle dynamics model, as the carrier of physical constraints and system coupling relationships, can provide feasible domain constraints for the game strategies of each control execution system, avoiding the control quantity from exceeding the vehicle's physical limits; it can also construct the objective functions and optimization orientations of each game subject by characterizing the dynamic coupling relationship between the suspension, steering, and torque vector control systems; and it can also serve as a basis for predicting and evaluating vehicle motion response, judging whether Nash equilibrium has been achieved, so that the optimal control quantity obtained by the final joint optimization can not only meet the control objectives of each system, but also conform to the actual dynamic characteristics of the vehicle after the collision.

[0079] In some embodiments, the step of constructing an interactive game control model for the active suspension system and the active front wheel steering system based on the cost function corresponding to each of the control execution systems and the state equation of the vehicle dynamics model, and performing joint optimization on the control parameters of each of the control execution systems through the game model to obtain the optimal control quantity of each of the control execution systems, includes: Based on the corresponding control parameters and the vehicle dynamics model, a cost function corresponding to each control execution system is constructed. Based on the cost functions corresponding to each of the control execution systems and the state equations of the vehicle dynamics model, an interactive game control model of the active suspension system and the active front wheel steering system is constructed. The interactive game control model is iteratively solved using the Nash game algorithm to obtain the Nash equilibrium solution, and the Nash equilibrium solution is used as the optimal control quantity for each control execution system.

[0080] The vehicle post-collision stability control method provided in this application first determines the control parameters corresponding to each control execution system after a collision, combining the degree of collision damage, stability factor, and vehicle dynamics model, prioritizing the rationality of the suspension system control parameters. Then, based on a Nash game model, with the goal of optimizing overall vehicle stability, the control parameters of each system are jointly optimized, prioritizing the achievement of the suspension control objective, to obtain the optimal control quantity adapted to the collision scenario. This avoids the problems of control action conflicts and parameter mismatches between systems that may result from using independent control of each system without joint optimization of control parameters. By achieving collaborative optimization of control parameters of multiple systems based on the game model, prioritizing the suspension control effect, and solving the problem of multi-system coordination conflicts, the method ensures that the control actions of each system are accurate and coordinated, thereby improving the pertinence and effectiveness of stability control.

[0081] Figure 2 This is one of the schematic diagrams of game control provided in some embodiments of this application. For example... Figure 2 As shown, in some embodiments, the control execution system includes a suspension control system and a steering control system (corresponding to a minor collision damage level). The vehicle dynamics model is a five-degree-of-freedom vehicle dynamics model. The step of applying stability control to the control execution system based on the vehicle dynamics model, which is matched to the collision, includes: The control parameter of the steering control system is the front wheel steering angle. The control parameters of the suspension control system are the four active forces of the active suspension. , , , As shown in the following formula:

[0082] in, .

[0083]

[0084]

[0085] in,

[0086]

[0087] In the joint control of the suspension control system and the steering control system, considering that under vehicle collision conditions, the active suspension control focuses more on ensuring vehicle posture stability, while the steering system, in addition to ensuring vehicle stability, also needs to perform functions such as lane keeping, cost functions for both sides (active suspension system and steering system) are constructed separately:

[0088]

[0089] in, , , The control weight matrix for the relevant state variables; : This is the front wheel steering angle weighting coefficient.

[0090] Based on Nash game theory, the state equations and objective functions of steering and active suspension in the interactive control model of suspension control and steering control are solved. First, based on the pre-defined Nash game theory, the Hamiltonian equation is established:

[0091]

[0092] By setting the appropriate quadratic value function and substituting it into the Hamiltonian equation above, the coupled Riccati equation can be obtained:

[0093]

[0094] By iteratively solving the coupled Riccati equations, Nash equilibrium, i.e., the optimal control law, can be achieved.

[0095]

[0096] This allows us to obtain the optimal control quantity of the suspension control system under mild collision scenarios. With the optimal control quantity of the steering control system ; This allows for control over stability in this collision scenario.

[0097] Figure 3 This is the second schematic diagram of game control provided in some embodiments of this application. For example... Figure 3 As shown, in some embodiments, the control execution system includes a suspension control system and a torque vector control system (corresponding to a moderate collision damage level). The vehicle dynamics model is a five-degree-of-freedom vehicle dynamics model. The step of applying stability control to the control execution system based on the vehicle dynamics model, which is matched to the collision, includes: The control parameters of the torque vector control system are the additional yaw moment. The control parameters of the suspension control system are the four active forces of the active suspension. , , , As shown in the following formula:

[0098] in, .

[0099] In the joint control of the suspension control system and the torque vector control system, considering that under vehicle collision conditions, the suspension control system focuses more on ensuring vehicle posture stability, while the torque vector control, in addition to ensuring vehicle stability, also needs to maintain vehicle speed, cost functions for both sides of the game are constructed separately:

[0100]

[0101] In the formula: , , : These are all control weight matrices for relevant state variables. : To add a weighting factor to the desired moment of inertia; Based on Nash game theory, the state equations and objective functions of the torque vector control and suspension control interaction model are solved. First, based on the pre-defined Nash game theory, the Hamiltonian equation is established:

[0102]

[0103] By setting the appropriate quadratic value function and substituting it into the Hamiltonian equation above, the coupled Riccati equation can be obtained:

[0104]

[0105] By iteratively solving the coupled Riccati equations, the Nash equilibrium solution, i.e., the optimal control law, can be obtained:

[0106]

[0107] This allows us to obtain the optimal control quantity of the suspension control system under a moderate collision scenario. The optimal control quantity of the torque vector control system ; This allows for control over stability in this collision scenario.

[0108] Figure 4 This is the third schematic diagram of game control provided in some embodiments of this application. For example... Figure 4 As shown, in some embodiments, the control execution system includes a suspension control system, a steering control system, and a torque vector control system (corresponding to a severe collision damage level). The vehicle dynamics model is a five-degree-of-freedom vehicle dynamics model; The step of applying stability control to the control execution system based on the vehicle dynamics model, which is matched to the collision, includes: The control parameter of the steering control system is the front wheel steering angle. The control parameters of the suspension control system are the four active forces of the active suspension. , , , The control parameters of the torque vector control system are the additional yaw moment. As shown in the following formula:

[0109] in, ; Construct the cost functions for each of the three parties in the game:

[0110]

[0111]

[0112] In the formula: , , , All are control weight matrices for relevant state variables. Add a weighting factor to the desired yaw moment; This is the front wheel steering angle weighting coefficient; Based on Nash game theory, the state equations and objective functions of the torque vector control and suspension control interaction model are solved. First, based on the pre-defined Nash game theory, the Hamiltonian equation is established:

[0113]

[0114]

[0115] By setting the appropriate quadratic value function and substituting it into the Hamiltonian equation above, the coupled Riccati equation can be obtained:

[0116]

[0117]

[0118]

[0119] By iteratively solving the coupled Riccati equations, the Nash equilibrium solution, i.e., the optimal control law, can be obtained:

[0120]

[0121]

[0122] This allows us to obtain the optimal control quantity of the suspension control system under a moderate collision scenario. The optimal control quantity of the torque vector control system The optimal control quantity of the steering control system ; This allows for control over stability in this collision scenario.

[0123] In some embodiments of this application, the attribute parameters include mass parameters, inertia parameters, and center of mass parameters; The step of updating the vehicle's attribute parameters based on the vehicle's operating status data includes: The updated mass parameters are determined based on the vehicle's load data and the vehicle's suspension system's operating data. Based on the vehicle's load data and attitude change data, the updated inertia parameters are determined; The updated centroid parameters are determined based on the vehicle's load data, attitude change data, and structural deformation data.

[0124] Mass parameters refer to parameters related to the vehicle's mass after a collision, such as the vehicle's total mass and mass distribution. These parameters may change after a collision due to component detachment and severe load transfer. Load data includes the magnitude of the load on each wheel, the amount of load transfer, and the load distribution after a collision.

[0125] Suspension system operating data refers to the real-time operating status data of the vehicle's active suspension system after a collision, including suspension travel, suspension active force, suspension damping coefficient, suspension deformation, etc., which can be collected by suspension travel sensors and force sensors to reflect the stress and deformation state of the suspension system.

[0126] In some embodiments, the load data includes the axle load transfer ratio of the vehicle, and the operating data of the vehicle suspension system includes the suspension stiffness variation. Determining the updated mass parameters based on the vehicle's load data and the vehicle suspension system's operating data includes:

[0127] in, This represents the change in stiffness of the suspension system (which can be measured by a height sensor). This represents the initial stiffness of the active suspension system. This represents the axle load transfer ratio; This is the maximum axle load transfer ratio (which can be calibrated by the suspension travel limit). This is the mass loss coefficient, with an example value of [value to be filled in]. ; This is the mass loss coefficient, with an example value of [value to be filled in]. . The time history corresponding to the collision can be determined based on the timestamp of the collision being identified.

[0128] The inertia parameter can include the rotational inertia of the vehicle about the three coordinate axes x, y, and z after the collision (corresponding to longitudinal, lateral, and vertical rotational inertia, respectively). The collision inertia parameter can change due to the shift of the center of mass and changes in mass distribution.

[0129] Attitude change data refers to the dynamic changes in the vehicle's attitude after a collision. For example, it can be reflected by the rate of change of the vehicle's roll angle, pitch angle, yaw angle, and various attitude angles. It can be collected by vehicle attitude sensors and angular velocity sensors.

[0130] In some embodiments, the load data includes axle load transfer ratio, and the attitude change data includes roll angle and pitch angle. Determining the updated inertia parameters based on the vehicle's load data and attitude change data includes:

[0131] in, For the wheels The initial moment of inertia of the shaft; For the center of mass of the wheel at The change in directional offset over time; These are the wheelbase, track width, and center of gravity height, respectively. These are the roll angle, pitch angle, and axle load transfer ratio, respectively. These are the maximum roll angle, maximum pitch angle, and maximum axle load transfer ratio, respectively. This is the amplification factor of the lateral displacement of the center of mass to the inertia; an example value is [value to be filled in]. ; The attenuation coefficient of tilt deformation with respect to inertia is given by an example value. ; This is the amplification factor of the longitudinal displacement of the center of mass to the inertia; an example value is [value to be filled in]. ; The attenuation coefficient of tilt deformation with respect to inertia, with an example value. ; The vertical displacement of the center of mass is the amplification factor of the inertia; an example value is given. ; The attenuation coefficient of tilt deformation with respect to inertia, with an example value. ; The time history corresponding to the collision can be determined based on the timestamp of the collision being identified.

[0132] Center of mass parameters refer to the position parameters of the vehicle's center of mass after a collision. They can include the coordinates and offsets of the center of mass along the x-axis (longitudinal), y-axis (lateral), and z-axis (vertical). The position of the center of mass shifts due to deformation of the vehicle body structure, load transfer, and damage to components after a collision.

[0133] In some embodiments, load data includes load variation, attitude variation data includes pitch angle and roll angle, and structural deformation data includes energy absorption zone collapse. Determining the updated center of mass parameters based on the vehicle's load data, attitude variation data, and structural deformation data includes:

[0134]

[0135]

[0136]

[0137] in, This is the centroid offset. This represents the centroid shift caused by the transfer of shaft load. This represents the centroid shift caused by the change in attitude. This represents the centroid shift caused by structural deformation. These represent the changes in front and rear axle loads, respectively. This represents the change in lateral load. These are pitch angle, roll angle, and center of gravity height, respectively. The total mass of the axle (front or rear) closest to the point of impact; For passenger mass; This represents the amount of collapse in the energy-absorbing zone. The distance traveled by the occupants; For the overall vehicle weight; This is the time decay factor, with an example value of [value missing]. ; The time history corresponding to the collision can be determined based on the timestamp of the collision being identified.

[0138] The vehicle post-collision stability control method provided in this application combines multiple types of data, including load, suspension operation, attitude change, and structural deformation, to update parameters step by step and by type. This achieves comprehensive and accurate updating of attribute parameters. During the update process, the changes in inherent parameters such as vehicle mass and inertia caused by the collision are fully considered. From the perspective of collision energy, time-varying dynamic functions of inherent parameters such as mass and inertia are established, and a variable parameter vehicle dynamics model is built to solve the model-reality mismatch problem in fixed parameter models. This effectively solves the one-sidedness and bias problems of traditional update methods and provides reliable parameter support for subsequent control execution.

[0139] In some embodiments of this application, the center of gravity parameter includes the center of gravity offset of the vehicle; the control execution system includes at least one of a suspension control system, a steering control system, and a torque vector control system; After determining the updated centroid parameters based on the vehicle's load data, attitude change data, and structural deformation data, the method further includes: Based on the centroid offset, determine the front wheel steering angle feedforward value; Based on the centroid offset, determine the additional yaw moment feedforward value; Wherein, the front wheel steering angle feedforward value is used to compensate the steering system when the control execution system includes the steering control system; the additional yaw moment feedforward value is used to compensate the torque vector control system when the control execution system includes the torque vector control system.

[0140] Feedforward compensation refers to the proactive correction of the control execution system based on known disturbance factors (such as the center of gravity offset in this embodiment) by pre-setting compensation amounts (front wheel steering angle feedforward value, additional yaw moment feedforward value). It differs from feedback control (based on real-time feedback data correction) and has the characteristic of fast response speed. It can suppress control deviations caused by center of gravity offset in advance and avoid the deviation from expanding.

[0141] A steering control system is a control execution system used to adjust the direction of a vehicle's travel, and may include, for example, AFS front wheel steering system and conventional steering system.

[0142] Torque vector control system refers to the control execution system used to adjust the torque of different wheels of a vehicle. For example, it may include braking force distribution system, driving force distribution system, etc. Its control effect directly affects the longitudinal and lateral stability of the vehicle. The center of gravity offset will cause uneven distribution of braking force and abnormal yaw moment of each wheel, which needs to be compensated by adding yaw moment feedforward value.

[0143] The front wheel steering angle feedforward value is a preset steering angle value calculated based on the center of gravity offset to compensate for steering system control deviation. It can counteract steering deviation caused by center of gravity offset and ensure the control accuracy of the steering system. It is enabled when the control execution system includes the steering system.

[0144] Additional yaw moment feedforward value refers to a preset torque value calculated based on the center of gravity offset and used to compensate for the control deviation of the torque vector control system. It can counteract the abnormal yaw moment caused by the center of gravity offset, avoid vehicle sideslip and fishtailing, and ensure the stable control effect of the torque vector control system. It is enabled when the control execution system includes the torque vector control system.

[0145] Based on the center of gravity offset, the front wheel steering angle feedforward value is determined. For example, this can be achieved by combining the vehicle dynamics model to establish a mapping relationship library between the center of gravity offset and the front wheel steering angle feedforward value, and retrieving the corresponding front wheel steering angle feedforward value from the mapping relationship library based on the center of gravity offset; at the same time, the feedforward value is fine-tuned by combining the attitude feedback data of the suspension system to ensure that the feedforward value matches the vehicle attitude after the suspension is stabilized; alternatively, the front wheel steering angle feedforward value can be calculated by substituting the center of gravity offset into the vehicle lateral dynamics formula.

[0146] Based on the center of gravity offset, the additional yaw moment feedforward value is determined. For example, a mapping relationship between the center of gravity offset and the additional yaw moment feedforward value can be established, and the additional yaw moment feedforward value can be calculated (the larger the center of gravity offset, the larger the feedforward moment). At the same time, combined with the torque distribution rules of the torque vector control system, the additional yaw moment feedforward value is converted into the compensation amount of the torque of each wheel to ensure that the compensation torque can be effectively transmitted through the torque vector control system.

[0147] The following is a specific example of determining the front wheel steering angle feedforward value and the additional yaw moment feedforward value:

[0148]

[0149] in, This is the front wheel steering angle feedforward value; To provide the additional yaw moment feedforward value; ; This represents the centroid offset.

[0150] The vehicle post-collision stability control method provided in this application determines the center of gravity offset after a collision. Based on the center of gravity offset, it calculates the front wheel steering angle feedforward value (adapted to the steering system) and the additional yaw moment feedforward value (adapted to the torque vector control system). Finally, according to the control execution system combination corresponding to the collision damage level, and based on the suspension system stabilizing the vehicle's attitude, the feedforward values ​​are input into the steering system and torque vector control system respectively to implement targeted compensation. This solves the problem that post-collision center of gravity offset can lead to steering system deviation and abnormal yaw moment in the torque vector control system. The feedforward compensation based on the center of gravity offset can offset the control deviation in advance, resulting in faster response and more accurate compensation. It effectively solves the control problem caused by center of gravity offset, improves the control accuracy of the steering system and torque vector control system, and further optimizes the stability of the vehicle after a collision.

[0151] In some embodiments of this application, the vehicle's operating status data includes driving data and stability parameters; the method further includes: Based on the driving data, determine the expected safe range corresponding to the stability parameters of the vehicle; If the stability state parameters exceed the expected safety range, it is determined that the vehicle has collided.

[0152] Driving data refers to basic data that reflects the driving status of a vehicle. For example, it may include the vehicle's own driving parameters and external environmental parameters. It does not directly reflect stability, but it can provide a basis for setting the safe range of stability parameters.

[0153] Stability parameters are parameters that directly reflect the stability of a vehicle. They usually change abruptly and exceed safe limits during a collision. Examples include vehicle attitude parameters, wheel-to-ground contact parameters, yaw / roll and other related parameters.

[0154] In some embodiments, driving data includes vehicle speed, road conditions, steering wheel angle, accelerator / brake pedal travel, and initial vehicle mass, all of which are basic data that can be directly collected by existing sensors. Stability parameters include vehicle roll angle, yaw rate, center of gravity sideslip angle, wheel-to-ground contact pressure, and suspension deformation. Driving data determines the safe range of stability parameters, which directly reflect whether the vehicle is unstable (a precursor to a collision).

[0155] Determining the expected safe range corresponding to the vehicle's stability parameters based on the driving data can be achieved by establishing a mapping relationship library of "driving data - expected safe range of stability parameters" based on a large amount of experimental data, covering different driving scenarios, collecting current driving data (vehicle speed, road conditions) in real time, and retrieving the corresponding safe range from the mapping relationship library.

[0156] In some embodiments, a preset vehicle reference dynamics model is used to determine the expected safe range corresponding to the vehicle's stability parameters; driving data is used as input to obtain the expected safe range corresponding to each stability parameter output by the vehicle reference dynamics model; specifically, this may include yaw rate ( ), centroid side slip angle ( ), vertical displacement of the vehicle body ( ), vehicle vertical speed ( ), pitch angle ( ), pitch angular velocity ( ), roll angle ( ) and roll rate ( The expected safe interval corresponding to ).

[0157] When a vehicle is driving normally, its stability parameters fluctuate with driving conditions (vehicle speed, road conditions) (e.g., a slightly larger roll angle during low-speed cornering is within the normal range). Using a fixed safety range could lead to misjudgments (normal fluctuations being judged as collisions) or missed judgments (parameters not exceeding the fixed threshold at the initial stage of a collision). This application's embodiments dynamically set a safety range based on driving data, adapting to different driving scenarios, ensuring that normal driving fluctuations do not trigger misjudgments, and that sudden parameter changes during a collision accurately exceed the range, thus improving the accuracy of collision detection.

[0158] Figure 5 This is a schematic diagram of the structure of a vehicle post-collision stability control system provided in some embodiments of this application. For example... Figure 5 As shown, the vehicle post-collision stability control system includes: an input layer, a model layer, a data layer, a decision layer, and a multi-system collaborative game control layer; among which, The input layer is used to input initial vehicle parameters, desired parameters, and collision conditions (including the collision model, outputting longitudinal collision force Fx_impact and lateral collision force Fy_impact). The model layer is used to update the vehicle dynamics model in the event of a collision (based on real-time updates of attribute parameters reconstructed after the collision, providing physical constraints for game optimization). The data layer is used to collect vehicle operating status data (driving data, stability parameters, load data, attitude change data, structural deformation data, etc.) through the on-board sensor array, and to perform dynamic mass parameter reconstruction, dynamic inertia parameter reconstruction, and centroid parameter reconstruction and offset compensation through the parameter reconstruction module. The judgment layer is used to determine the degree of collision damage and collision instability. A multi-mode collaborative game control layer is used to execute game control according to different damage control modes (Mode): where, Mode 1 corresponds to mild damage. The optimal control parameters of active suspension (ASC) and active front steering (AFS) are solved by Nash equalizer. Mode 2 corresponds to moderate damage. The optimal control parameters of the active suspension (ASC) and torque vector control (TVC) are solved by the Nash equalizer. Mode 3 corresponds to severe damage. The optimal control parameters of the active suspension (ASC), active front steering (AFS), and torque vector control (TVC) are solved by the Nash equalizer.

[0159] The vehicle post-collision stability control method provided in this application can be executed by a vehicle post-collision stability control device. This application uses the example of a vehicle post-collision stability control device executing the method to illustrate the vehicle post-collision stability control device provided in this application.

[0160] Figure 6 This is a schematic diagram of the structure of a vehicle post-collision stability control device provided in some embodiments of this application. For example... Figure 6 As shown, the vehicle post-collision stability control device 600 includes: The parameter update module 601 is used to update the attribute parameters of the vehicle based on the vehicle's operating status data in the event of a collision. The model update module 602 is used to update the dynamic model of the vehicle according to the updated attribute parameters; The control module 603 is configured to apply stability control to the vehicle in accordance with the updated dynamic model, the stability control including at least the control of the vehicle in the vertical direction.

[0161] In some embodiments, the control module 603 is used for: Determine the extent of collision damage to the vehicle after the collision; A stability factor is determined to characterize the vehicle's stability state, the stability factor being obtained based on the vehicle's longitudinal, lateral, and vertical stability data; Based on the degree of collision damage and the stability factor, determine the control execution system in the vehicle used to apply stability control; Based on the vehicle dynamics model, stability control matching the collision is applied to the control execution system.

[0162] In some embodiments, determining the degree of collision damage to the vehicle after a collision includes: Obtain the structural damage data and dynamic damage data of the vehicle respectively; The structural damage data and dynamic damage data are fused according to the fusion method corresponding to the collision scenario to obtain the degree of collision damage to the vehicle.

[0163] In some embodiments, applying stability control to the control execution system based on the vehicle dynamics model, matching the collision, includes: Determine the control parameters corresponding to each of the aforementioned control execution systems; Based on the vehicle dynamics model, a game model is constructed among the control execution systems. The optimal control quantity of each control execution system is obtained by performing joint optimization on the control parameters of each control execution system through the game model. Each of the control execution systems is controlled according to the optimal control quantity to apply stability control that matches the collision.

[0164] In some embodiments, the attribute parameters include mass parameters, inertia parameters, and center of mass parameters; The parameter update module 601 is used for: The updated mass parameters are determined based on the vehicle's load data and the vehicle's suspension system's operating data. Based on the vehicle's load data and attitude change data, the updated inertia parameters are determined; The updated centroid parameters are determined based on the vehicle's load data, attitude change data, and structural deformation data.

[0165] In some embodiments, the center of gravity parameter includes the vehicle's center of gravity offset; the control execution system includes at least one of a suspension control system, a steering control system, and a torque vector control system. The post-collision stability control device 600 also includes a feedforward compensation unit, which is used for: Based on the centroid offset, determine the front wheel steering angle feedforward value; Based on the centroid offset, determine the additional yaw moment feedforward value; Wherein, the front wheel steering angle feedforward value is used to compensate the steering system when the control execution system includes the steering control system; the additional yaw moment feedforward value is used to compensate the torque vector control system when the control execution system includes the torque vector control system.

[0166] In some embodiments, the vehicle's operating status data includes driving data and stability parameters; The vehicle post-collision stability control device 600 also includes a collision detection unit, which is used for: Based on the driving data, determine the expected safe range corresponding to the stability parameters of the vehicle; If the stability state parameters exceed the expected safety range, it is determined that the vehicle has collided.

[0167] The vehicle post-collision stability control device in this application embodiment can be an electronic device or a component within an electronic device, such as an integrated circuit or a chip. The electronic device can be a terminal or other devices besides a terminal. For example, the electronic device can be a mobile phone, tablet computer, laptop computer, PDA, in-vehicle electronic device, mobile internet device (MID), augmented reality (AR) / virtual reality (VR) device, robot, wearable device, ultra-mobile personal computer (UMPC), netbook, or personal digital assistant (PDA), etc. It can also be a server, network attached storage (NAS), personal computer (PC), television (TV), ATM, or self-service machine, etc. This application embodiment does not specifically limit the device.

[0168] The vehicle post-collision stability control device in this application embodiment can be a device with an operating system. This operating system can be a Microsoft (Windows) operating system, an Android operating system, an iOS operating system, or other possible operating systems; this application embodiment does not specifically limit it.

[0169] The vehicle post-collision stability control device provided in this application embodiment can realize all the processes implemented in the above-described vehicle post-collision stability control method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0170] Figure 7 These are schematic diagrams of the structure of an electronic device provided in some embodiments of this application. In some embodiments, such as Figure 7 As shown, this application embodiment also provides an electronic device 700, including a processor 701, a memory 702, and a computer program stored in the memory 702 and executable on the processor 701. When the program is executed by the processor 701, it implements the various processes of the above-described vehicle collision stability control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0171] It should be noted that the electronic devices in the embodiments of this application include the mobile electronic devices and non-mobile electronic devices described above.

[0172] This application also provides a vehicle, including the electronic device as described above; or, including a processor for executing various processes of the above-described vehicle post-collision stability control method embodiments.

[0173] This application also provides a non-transitory computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described vehicle collision stability control method embodiment and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0174] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0175] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described vehicle post-collision stability control method.

[0176] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0177] This application embodiment also provides a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to implement the various processes of the above-described vehicle collision stability control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0178] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0179] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0180] 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 related technology, can be embodied in the form of a computer software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0181] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

[0182] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0183] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A method for controlling vehicle stability after a collision, characterized in that, include: In the event of a vehicle collision, the vehicle's attribute parameters are updated based on the vehicle's operational status data. The vehicle's dynamics model is updated based on the updated attribute parameters; Based on the updated dynamics model, stability control matching the collision is applied to the vehicle, the stability control including at least the control of the vehicle in the vertical direction.

2. The method according to claim 1, characterized in that, The application of stability control to the vehicle, based on the updated dynamics model and matched to the collision, includes: Determine the extent of collision damage to the vehicle after the collision; A stability factor is determined to characterize the vehicle's stability state, the stability factor being obtained based on the vehicle's longitudinal, lateral, and vertical stability data; Based on the degree of collision damage and the stability factor, determine the control execution system in the vehicle used to apply stability control; Based on the vehicle dynamics model, stability control matching the collision is applied to the control execution system.

3. The method according to claim 2, characterized in that, Determining the degree of collision damage to the vehicle after the collision includes: Obtain the structural damage data and dynamic damage data of the vehicle respectively; The structural damage data and dynamic damage data are fused according to the fusion method corresponding to the collision scenario to obtain the degree of collision damage to the vehicle.

4. The method according to claim 2, characterized in that, The step of applying stability control to the control execution system based on the vehicle dynamics model, which is matched to the collision, includes: Determine the control parameters corresponding to each of the aforementioned control execution systems; Based on the vehicle dynamics model, a game model is constructed among the control execution systems. The optimal control quantity of each control execution system is obtained by performing joint optimization on the control parameters of each control execution system through the game model. Each of the control execution systems is controlled according to the optimal control quantity to apply stability control that matches the collision.

5. The vehicle post-collision stability control method according to any one of claims 2 to 4, characterized in that, The attribute parameters include mass parameters, inertia parameters, and center of mass parameters; The step of updating the vehicle's attribute parameters based on the vehicle's operating status data includes: The updated mass parameters are determined based on the vehicle's load data and the vehicle's suspension system's operating data. Based on the vehicle's load data and attitude change data, the updated inertia parameters are determined; The updated centroid parameters are determined based on the vehicle's load data, attitude change data, and structural deformation data.

6. The method according to claim 5, characterized in that, The center of gravity parameter includes the center of gravity offset of the vehicle; the control execution system includes at least one of a suspension control system, a steering control system, and a torque vector control system. After determining the updated centroid parameters based on the vehicle's load data, attitude change data, and structural deformation data, the method further includes: Based on the centroid offset, determine the front wheel steering angle feedforward value; Based on the centroid offset, determine the additional yaw moment feedforward value; Wherein, the front wheel steering angle feedforward value is used to compensate the steering system when the control execution system includes the steering control system; the additional yaw moment feedforward value is used to compensate the torque vector control system when the control execution system includes the torque vector control system.

7. The method according to claim 1, characterized in that, The vehicle's operating status data includes driving data and stability parameters; the method further includes: Based on the driving data, determine the expected safe range corresponding to the stability parameters of the vehicle; If the stability state parameters exceed the expected safety range, it is determined that the vehicle has collided.

8. A computer-readable storage medium, characterized in that, The system includes a computer program that, when run on a computer device, causes the computer device to perform the vehicle post-collision stability control method according to any one of claims 1 to 7.

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

10. A vehicle, characterized in that, Including the electronic device as described in claim 9; Alternatively, a processor, the processor being configured to perform the vehicle post-collision stability control method according to any one of claims 1 to 7.

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