Vehicle stability control method, device, equipment, medium and program product

Abstract

The application relates to the technical field of automobile brake control, in particular to a vehicle stability control method, device, equipment, medium and program product, the vehicle comprising a main pressure building source and at least one auxiliary pressure building source, and comprising the following steps: collecting the current motion state of a target vehicle; in the case that the target vehicle is determined to be in a preset instability working condition based on the current motion state, generating an instability control instruction; in response to the target vehicle entering an enhanced mode based on the instability control instruction, controlling the main pressure building source to independently control a first pressure control channel of a brake circuit of the target vehicle, controlling the auxiliary pressure building source to independently control a second pressure control channel of the brake circuit, and applying differential braking to preset wheels and / or preset wheel groups until the target vehicle satisfies a preset stability condition. Thus, the problems of slow ESC pressure modulation, low precision and insufficient redundancy safety of related technologies in extreme working conditions are solved, more flexible and safe wheel cylinder pressure control is realized, and the performance of chassis control is improved.

Description

Technical Field

[0001] This application relates to the field of automotive braking control technology, and in particular to a vehicle stability control method, device, equipment, medium, and program product. Background Technology

[0002] With the development of automotive electronics and intelligence, integrated braking systems (OneBox) are gradually replacing traditional separate braking systems because they integrate the functions of electronic booster (eBooster) and electronic stability control (ESC). They have advantages such as compact structure, fast response, and easy implementation of advanced driver assistance system (ADAS) functions.

[0003] However, the mainstream OneBox system in related technologies still has certain limitations in its ESC function when dealing with extremely complex vehicle dynamics conditions. Specifically, these limitations include a single hydraulic path. Traditional ESC uses an active pressure source (plunger pump) and a fixed set of solenoid valves to regulate the pressure of the four wheel cylinders. When significant pressure control is required for wheels on the same axle or side (e.g., single-wheel traction on extremely low-friction surfaces, or extreme locking of the inner rear wheel during track cornering), a single hydraulic path may not provide sufficiently rapid or precise pressure modulation. Redundancy safety is also limited. Although OneBox itself has some redundancy design (e.g., the master cylinder pushrod can serve as a backup), a specific malfunction in its internal hydraulic control unit (HCU) (such as a blockage or leak in a common oil line) may affect the braking ability of multiple wheels, causing partial or complete failure of the ESC function. The lack of functional scalability and the related technical architecture make it difficult to support more advanced chassis domain functions that require complex wheel cylinder pressure control, such as more refined traction control system (TCS), torque vectoring, or active anti-roll control, which urgently need to be addressed. Summary of the Invention

[0004] This application provides a vehicle stability control method, device, equipment, medium, and program product to solve the problems of slow ESC pressure modulation, low accuracy, and insufficient redundancy and safety in related technologies under extreme operating conditions.

[0005] A first aspect of this application provides a vehicle stability control method, wherein the vehicle includes a main pressure build-up source and at least one auxiliary pressure build-up source, comprising the following steps: Collect the current motion status of the target vehicle; If the target vehicle is determined to be in a preset instability condition based on the current motion state, an instability control command is generated. In response to the target vehicle entering the enhanced mode based on the instability control command, the main pressure build-up source independently controls the first pressure control channel of the target vehicle's braking circuit, and the auxiliary pressure build-up source independently controls the second pressure control channel of the braking circuit, and applies differential braking to preset wheels and / or preset wheel sets until the target vehicle meets preset stability conditions.

[0006] Optionally, when generating an instability control command based on the current motion state indicating that the target vehicle is in a preset instability condition, the method further includes: When the target vehicle is not in an unstable condition, control the target vehicle to operate in normal mode; According to the conventional mode, the hydraulic path of each wheel cylinder is connected to the main pressure source.

[0007] Optionally, generating an instability control command when the target vehicle is determined to be in a preset instability condition based on the current motion state includes: The yaw rate deviation is calculated based on the current motion state of the target vehicle; The yaw rate deviation is compared with the first threshold and the second threshold to obtain the comparison result, and the target vehicle is judged to be in an unstable condition based on the comparison result. Wherein, the second threshold is greater than the first threshold.

[0008] Optionally, the step of comparing the yaw rate deviation with a first threshold and a second threshold to obtain a comparison result, and determining whether the target vehicle is in an unstable condition based on the comparison result, includes: When the yaw rate deviation is greater than or equal to the first threshold, the target vehicle is determined to be in normal operating condition; When the yaw rate deviation is greater than or equal to the second threshold, the target vehicle is determined to be in an unstable condition.

[0009] Optionally, the step of controlling the main pressure build-up source to independently control the first pressure control channel of the braking circuit of the target vehicle and controlling the auxiliary pressure build-up source to independently control the second pressure control channel of the braking circuit in response to the target vehicle entering the enhanced mode based on the instability control command includes: The braking circuit is grouped based on a preset grouping strategy to obtain a first pressure control channel and a second pressure control channel. When the preset grouping strategy is a cross-grouping strategy, the left front wheel and the right rear wheel are divided into the first wheel group, and the braking circuit of the first wheel group is divided into the first pressure control channel through a multi-way switching valve group. The right front wheel and the left rear wheel are divided into a second wheel group, and the braking circuit of the second wheel group is divided into a second pressure control channel through the multi-way switching valve group.

[0010] Optionally, the process of grouping the braking circuit based on a preset grouping strategy to obtain a first pressure control channel and a second pressure control channel includes: When the grouping strategy is a front and rear axle grouping strategy, the front axle wheels are divided into the first wheel group, and the braking circuit of the first wheel group is divided into the first pressure control channel through the multi-way switching valve group. The rear axle wheels are divided into the second wheel group, and the braking circuit of the second wheel group is divided into the second pressure control channel through the multi-way switching valve group.

[0011] A second aspect of this application provides a vehicle stability control device, comprising: The data acquisition module is used to collect the current motion status of the target vehicle; The generation module is used to generate instability control commands when the target vehicle is determined to be in a preset instability condition based on the current motion state. The control module is configured to respond to the target vehicle entering the enhanced mode based on the instability control command, control the main pressure build-up source to independently control the first pressure control channel of the target vehicle's braking circuit, and control the auxiliary pressure build-up source to independently control the second pressure control channel of the braking circuit, and apply differential braking to preset wheels and / or preset wheel sets until the target vehicle meets preset stability conditions.

[0012] Optionally, when generating an instability control command based on the current motion state indicating that the target vehicle is in a preset instability condition, the generating module is further configured to: When the target vehicle is not in an unstable condition, control the target vehicle to operate in normal mode; According to the conventional mode, the hydraulic path of each wheel cylinder is connected to the main pressure source.

[0013] Optionally, the generation module is specifically used for: The yaw rate deviation is calculated based on the current motion state of the target vehicle; The yaw rate deviation is compared with the first threshold and the second threshold to obtain the comparison result, and the target vehicle is judged to be in an unstable condition based on the comparison result. Wherein, the second threshold is greater than the first threshold.

[0014] Optionally, the generation module is specifically used for: When the yaw rate deviation is greater than or equal to the first threshold, the target vehicle is determined to be in normal operating condition; When the yaw rate deviation is greater than or equal to the second threshold, the target vehicle is determined to be in an unstable condition.

[0015] Optionally, the control module is specifically used for: The braking circuit is grouped based on a preset grouping strategy to obtain a first pressure control channel and a second pressure control channel. When the preset grouping strategy is a cross-grouping strategy, the left front wheel and the right rear wheel are divided into the first wheel group, and the braking circuit of the first wheel group is divided into the first pressure control channel through a multi-way switching valve group. The right front wheel and the left rear wheel are divided into a second wheel group, and the braking circuit of the second wheel group is divided into a second pressure control channel through the multi-way switching valve group.

[0016] Optionally, the control module is specifically used for: When the grouping strategy is a front and rear axle grouping strategy, the front axle wheels are divided into the first wheel group, and the braking circuit of the first wheel group is divided into the first pressure control channel through the multi-way switching valve group. The rear axle wheels are divided into the second wheel group, and the braking circuit of the second wheel group is divided into the second pressure control channel through the multi-way switching valve group.

[0017] A third aspect of this application provides an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being configured to perform the vehicle stability control method as described in the above embodiments.

[0018] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the vehicle stability control method as described in the above embodiments.

[0019] A fifth aspect of this application provides a computer program product storing a computer program that, when executed by a processor, implements the vehicle stability control method as described in the above embodiments.

[0020] Therefore, the vehicle in this embodiment includes a main pressure build-up source and at least one auxiliary pressure build-up source. By collecting the current motion state and determining that the target vehicle is in a preset instability condition, an instability control command is generated. In response to the target vehicle entering an enhanced mode based on the instability control command, the main pressure build-up source independently controls the first pressure control channel of the target vehicle's braking circuit, and the auxiliary pressure build-up source independently controls the second pressure control channel of the braking circuit. Differential braking is applied to preset wheels and / or preset wheel sets until the target vehicle meets the preset stability conditions. This solves the problems of slow ESC pressure modulation, low accuracy, and insufficient redundancy and safety in related technologies under extreme conditions, achieving more flexible and safer wheel cylinder pressure control and improving chassis control performance.

[0021] 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

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a vehicle stability control method provided according to an embodiment of this application; Figure 2 This is a schematic diagram of the overall principle of an integrated braking system for a vehicle stability control method according to an embodiment of this application; Figure 3 This is a schematic diagram of the hydraulic principle of a switchable hydraulic path module inside the hydraulic control unit of a vehicle stability control method according to an embodiment of this application in normal mode. Figure 4 This is a schematic diagram of the hydraulic principle of a switchable hydraulic path module inside the hydraulic control unit of a vehicle stability control method according to an embodiment of this application in enhanced mode (cross-grouping); Figure 5 This is a flowchart of a vehicle stability control method according to an embodiment of this application; Figure 6 This is a schematic diagram of a vehicle stability control device provided according to an embodiment of this application; Figure 7 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0023] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0024] The vehicle stability control method, apparatus, device, medium, and program product of this application are described below with reference to the accompanying drawings. Addressing the problems mentioned in the background art regarding slow ESC pressure modulation, low accuracy, and insufficient redundancy and safety under extreme operating conditions, this application provides a vehicle stability control method. In this method, the vehicle in this application embodiment includes a main pressure build-up source and at least one auxiliary pressure build-up source. By collecting the current motion state and determining that the target vehicle is in a preset instability condition, an instability control command is generated. In response to the target vehicle entering an enhanced mode based on the instability control command, the main pressure build-up source independently controls the first pressure control channel of the target vehicle's braking circuit, and the auxiliary pressure build-up source independently controls the second pressure control channel of the braking circuit, applying differential braking to preset wheels and / or preset wheel sets until the target vehicle meets the preset stability conditions. This solves the problems of slow ESC pressure modulation, low accuracy, and insufficient redundancy and safety under extreme operating conditions in related technologies, achieving more flexible and safer wheel cylinder pressure control and improving chassis control performance.

[0025] Specifically, Figure 1 This is a schematic flowchart of a vehicle stability control method provided in an embodiment of this application.

[0026] like Figure 1 As shown, the vehicle includes a main pressure build-up source and at least one auxiliary pressure build-up source. The vehicle stability control method includes the following steps: In step S101, the current motion state of the target vehicle is collected. Specifically, the motion status of the target vehicle is monitored in real time through vehicle sensors (wheel speed sensors, yaw rate sensors, steering wheel angle sensors, etc.), and the current motion status is collected.

[0027] In step S102, if the target vehicle is determined to be in a preset instability condition based on the current motion state, an instability control command is generated.

[0028] Specifically, the ECU determines whether it has entered or is about to enter an unstable condition based on the monitoring information, assesses the intensity and complexity of the required braking intervention, and generates an instability control command when it determines that the target vehicle is in a preset unstable condition. This ensures that the vehicle can obtain the fastest braking force response in the early stage of instability and avoids loss of vehicle attitude due to delayed command generation.

[0029] Optionally, in some embodiments, when generating an instability control command based on the current motion state indicating that the target vehicle is in a preset instability condition, the method further includes: when the target vehicle is not in an instability condition, controlling the target vehicle to operate in a normal mode; and according to the normal mode, controlling the hydraulic path of each wheel cylinder to be connected to the main pressure source.

[0030] Understandably, when the target vehicle is determined to be in a normal unstable condition, the ECU control system operates in normal mode, controlling the hydraulic path of each wheel cylinder to connect to the main pressure source, and using traditional ESC logic to regulate the wheel cylinder pressure.

[0031] Optionally, in some embodiments, when the target vehicle is determined to be in a preset unstable condition based on the current motion state, an instability control command is generated, including: calculating the yaw rate deviation based on the current motion state of the target vehicle; comparing the yaw rate deviation with a first threshold and a second threshold to obtain a comparison result, and determining whether the target vehicle is in an unstable condition based on the comparison result; wherein the second threshold is greater than the first threshold.

[0032] Optionally, in some embodiments, a comparison is made between the yaw rate deviation and a first threshold and a second threshold to obtain a comparison result, and the target vehicle is determined to be in an unstable condition based on the comparison result, including: when the yaw rate deviation is greater than or equal to the first threshold, the target vehicle is determined to be in a normal condition; when the yaw rate deviation is greater than or equal to the second threshold, the target vehicle is determined to be in an unstable condition.

[0033] The first threshold and the second threshold can be thresholds preset by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations; no specific limitations are imposed here.

[0034] Understandably, the yaw rate deviation is calculated based on the current motion state of the target vehicle. This deviation reflects the difference between the vehicle's actual yaw rate and the driver's intention; a larger deviation indicates a more severe degree of vehicle instability. Based on this, the yaw rate deviation is compared with a preset first threshold and a second threshold. When the yaw rate deviation exceeds the first threshold, the vehicle is determined to have entered a normal operating condition; when the yaw rate deviation exceeds the second threshold, the vehicle is determined to have entered an unstable operating condition. By setting two levels of thresholds for control, stability is ensured while avoiding premature or excessive intervention that could unnecessarily interfere with the driving experience.

[0035] In step S103, in response to the target vehicle entering the enhanced mode based on the instability control command, the first pressure control channel of the braking circuit of the target vehicle is controlled by the main pressure source to independently control it, and the second pressure control channel of the braking circuit is controlled by the auxiliary pressure source to independently control it. Differential braking is applied to the preset wheels and / or preset wheel sets until the target vehicle meets the preset stability conditions.

[0036] Specifically, when the target vehicle is currently in an unstable condition (such as when the vehicle is about to experience severe fishtailing or understeer), or when an extremely low road surface adhesion coefficient is detected and strong braking of a single wheel is required, or when a specific hydraulic fault is detected in the system, the ECU controls the switching valve group to put the system into an enhanced mode. The traditional single fixed brake hydraulic path is reconstructed into two pressure control channels that can be independently controlled by the main and auxiliary pressure sources, realizing the decoupling and precise distribution of differential braking force for specific wheels or wheel groups. Thus, when the vehicle is in an extreme unstable condition (such as severe fishtailing or understeer), it can independently generate a yaw moment opposite to the direction of instability with a faster response speed and higher pressure modulation accuracy, correcting the vehicle body posture until the vehicle returns to stability.

[0037] Optionally, in some embodiments, in response to the target vehicle entering the enhanced mode based on the instability control command, the first pressure control channel of the target vehicle's braking circuit is controlled independently by the main pressure build-up source, and the second pressure control channel of the braking circuit is controlled independently by the auxiliary pressure build-up source. This includes: grouping the braking circuit based on a preset grouping strategy to obtain the first pressure control channel and the second pressure control channel; when the preset grouping strategy is a cross-grouping strategy, the left front wheel and the right rear wheel are divided into a first wheel group, and the braking circuit of the first wheel group is divided into the first pressure control channel through a multi-way switching valve group; the right front wheel and the left rear wheel are divided into a second wheel group, and the braking circuit of the second wheel group is divided into the second pressure control channel through a multi-way switching valve group.

[0038] Optionally, in some embodiments, the braking circuit is grouped based on a preset grouping strategy to obtain a first pressure control channel and a second pressure control channel, including: when the grouping strategy is a front and rear axle grouping strategy, the front axle wheels are divided into a first wheel group, and the braking circuit of the first wheel group is divided into a first pressure control channel through a multi-way switching valve group; the rear axle wheels are divided into a second wheel group, and the braking circuit of the second wheel group is divided into a second pressure control channel through a multi-way switching valve group.

[0039] Understandably, in enhanced mode, the ECU, based on a preset grouping strategy, coordinates the control of the primary and auxiliary pressure sources to apply faster and more precise differential braking to specific wheels or wheel sets, generating stronger stabilizing torque and restoring vehicle stability. Through dual pressure sources and a reconfigurable hydraulic circuit architecture, flexible and independent distribution of vehicle braking force is achieved, maximizing the effectiveness of electronic stability control under extreme conditions. This solves the pain points of traditional single pressure source systems, such as slow pressure modulation speed, low precision, and difficulty in simultaneously meeting the differentiated braking force requirements of different wheels under unstable conditions. Furthermore, because the hydraulic circuit is independently segmented, even if one pressure channel fails, the other channel can still maintain basic braking and stability control, significantly improving the system's redundancy safety and functional safety level.

[0040] It should be noted that, through the ECU's control of the multi-way switching valve group and auxiliary pressure build-up source, the system can operate in at least two hydraulic modes: 1. Normal mode: The hydraulic path is consistent with the traditional OneBox, suitable for normal braking and most ESC conditions. 2. Enhanced mode: When the ECU determines that enhanced stability control is needed (such as detecting extremely low-traction road surfaces, aggressive driving, or specific faults), the ECU will instruct the switching valve group to "group" or "isolate" the braking circuit. For example, the left front and right rear wheels can be grouped into one group, and the right front and left rear wheels into another group (cross-grouping), each independently controlled by the main pressure build-up source and the auxiliary pressure build-up source, achieving more precise and independent pressure adjustment for each wheel; or, the front and rear axles can be completely isolated, forming two independent hydraulic control systems, providing higher redundancy and safety. When the vehicle returns to stability or the extreme condition ends, the ECU control system switches back to normal mode.

[0041] Furthermore, this application embodiment enhances extreme condition control capabilities. Through dual pressure build-up sources and reconfigurable hydraulic paths, more independent and faster pressure control can be achieved for all four wheels, significantly improving ESC intervention in extreme scenarios such as icy roads, off-road conditions, or track driving. This application embodiment enhances system redundancy safety. When the main pressure build-up source or a certain hydraulic circuit fails, the system can immediately switch to enhanced mode, utilizing auxiliary pressure build-up sources and a healthy hydraulic circuit to maintain effective braking and basic ESC functions for at least two wheels, greatly improving the functional safety level (compliant with ASIL D requirements). This application embodiment supports advanced chassis functions. This flexible hydraulic architecture provides the hardware foundation for future implementation of more complex chassis domain control functions (such as brake-based torque vectoring), enhancing product scalability and competitiveness. This application embodiment is cost-effective, primarily adding valves and a small pump. Compared to developing two completely independent systems, this solution represents an incremental innovation based on the existing OneBox, achieving significant functional improvements at a relatively low cost.

[0042] Therefore, this invention proposes a system and control method for integrating switchable hydraulic paths within OneBox, aiming to achieve faster, more flexible, and safer wheel cylinder pressure control without significantly increasing system cost and complexity, thereby significantly improving the performance of ESC and other related chassis control functions.

[0043] To facilitate a better understanding of the vehicle stability control method of this application embodiment by those skilled in the art, the following is combined with... Figures 2 to 5 The embodiments shown will be described in detail.

[0044] Specifically, this application provides an integrated braking system based on switchable hydraulic paths, including: a master cylinder, a reservoir, a pedal feel simulator, an electric power steering unit, a hydraulic control unit (HCU), and an electronic control unit (ECU). The hydraulic control unit (HCU) includes conventional inlet valves, outlet valves, accumulators, and plunger pumps. Furthermore, the core improvement of this invention lies in the addition of a switchable hydraulic path module within the hydraulic control unit (HCU). This module mainly includes: 1. At least one additional auxiliary pressure source, such as a small high-speed piston pump or gear pump. 2. A multi-way switching valve group, consisting of multiple two-position two-way or two-position three-way solenoid valves, used to reconfigure the hydraulic connection relationship between the main pressure source, the auxiliary pressure source, and each wheel cylinder. 3. A high-precision pressure sensor for real-time monitoring of the pressure in key oil circuits. Furthermore, such as Figure 2 As shown, Figure 2 This is a schematic block diagram of an integrated braking system for a vehicle stability control method according to an embodiment of this application; the entire integrated braking system includes a pedal mechanism, a master cylinder, a reservoir, a pedal feel simulator, an electric power steering unit, an ECU, and an HCU integrating a "switchable hydraulic path module". Figure 3 and Figure 4 As shown, Figure 3 A schematic diagram of the hydraulic principle of the "switchable hydraulic path module" inside the hydraulic control unit (HCU) of a vehicle stability control method provided in one embodiment of this application in normal mode; Figure 4 This document presents a schematic diagram of the hydraulic principle of a "switchable hydraulic path module" within a hydraulic control unit (HCU) of a vehicle stability control method according to an embodiment of this application, in enhanced mode (cross-grouping). The diagram illustrates the core components of the HCU. The main pressure source (main piston pump) is connected to four wheel cylinders via conventional inlet and outlet valves. The newly added "switchable hydraulic path module" includes an auxiliary gear pump and four two-position three-way switching valves (one for each wheel cylinder). In normal mode (… Figure 2 The switching valve connects the fluid inlet path of each wheel cylinder to the main pressure source system. In enhanced mode ( Figure 3 The ECU controls the switching valve to change the path, so that the left front wheel and right rear wheel are controlled by the main pressure source, while the right front wheel and left rear wheel are controlled by the auxiliary gear pump, forming two independent pressure control channels.

[0045] Furthermore, such as Figure 5 As shown, Figure 5 A flowchart of a vehicle stability control method provided in one embodiment of this application is shown below; the control process is as follows: (1) The vehicle starts, the system performs a self-check, and enters the normal mode by default. (2) The vehicle state parameters, such as yaw rate deviation and sideslip angle, are calculated in real time. (3) If the yaw rate deviation exceeds the first threshold (normal threshold), the normal ESC (Electronic Stability Control) function is activated. (4) If the yaw rate deviation exceeds the larger second threshold (extreme threshold), or if continuous wheel slippage (extremely low road surface) is detected, the ECU immediately issues a command to switch the valve group action, and the system enters the enhanced mode. (5) In the enhanced mode, the ECU independently calculates the target pressure of the two pressure channels based on a more complex control algorithm, and drives the main and auxiliary pressure sources to accurately track the pressure. (6) Once the yaw rate deviation returns to the safe range, the system exits the enhanced mode and returns to the normal mode.

[0046] According to the vehicle stability control method proposed in this application, the vehicle in this application includes a main pressure build-up source and at least one auxiliary pressure build-up source. By collecting the current motion state and determining that the target vehicle is in a preset instability condition, an instability control command is generated. In response to the target vehicle entering an enhanced mode based on the instability control command, the main pressure build-up source independently controls the first pressure control channel of the target vehicle's braking circuit, and the auxiliary pressure build-up source independently controls the second pressure control channel of the braking circuit. Differential braking is applied to preset wheels and / or preset wheel sets until the target vehicle meets the preset stability conditions. This solves the problems of slow ESC pressure modulation, low accuracy, and insufficient redundancy and safety in related technologies under extreme conditions, achieving more flexible and safer wheel cylinder pressure control and improving chassis control performance.

[0047] Next, the vehicle stability control device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0048] Figure 6 This is a block diagram of a vehicle stability control device according to an embodiment of this application.

[0049] like Figure 6As shown, the vehicle includes a main pressure source and at least one auxiliary pressure source. The vehicle stability control device 10 includes: a data acquisition module 100, a generation module 200, and a control module 300.

[0050] The acquisition module 100 is used to acquire the current motion state of the target vehicle. The generation module 200 is used to generate instability control commands when the target vehicle is determined to be in a preset instability condition based on the current motion state. The control module 300 is used to respond to the target vehicle entering the enhanced mode based on the instability control command, control the first pressure control channel of the braking circuit of the target vehicle independently controlled by the main pressure source, control the second pressure control channel of the braking circuit independently controlled by the auxiliary pressure source, and apply differential braking to preset wheels and / or preset wheel sets until the target vehicle meets the preset stability conditions.

[0051] Optionally, when generating an instability control command based on the current motion state and determining that the target vehicle is in a preset instability condition, the generation module 200 is also used to: control the target vehicle to operate in a normal mode when the target vehicle is not in an instability condition; and control the hydraulic path of each wheel cylinder to be connected to the main pressure source according to the normal mode.

[0052] Optionally, the generation module 200 is specifically used to: calculate the yaw rate deviation based on the current motion state of the target vehicle; compare the yaw rate deviation with a first threshold and a second threshold to obtain a comparison result, and determine whether the target vehicle is in an unstable condition based on the comparison result; wherein the second threshold is greater than the first threshold.

[0053] Optionally, the generation module 200 is specifically used to: determine that the target vehicle is in normal operating condition when the yaw rate deviation is greater than or equal to the first threshold; and determine that the target vehicle is in unstable operating condition when the yaw rate deviation is greater than or equal to the second threshold.

[0054] Optionally, the control module 300 is specifically used to: group the braking circuits based on a preset grouping strategy to obtain a first pressure control channel and a second pressure control channel; when the preset grouping strategy is a cross-grouping strategy, the left front wheel and the right rear wheel are divided into a first wheel group, and the braking circuit of the first wheel group is divided into a first pressure control channel through a multi-way switching valve group; the right front wheel and the left rear wheel are divided into a second wheel group, and the braking circuit of the second wheel group is divided into a second pressure control channel through a multi-way switching valve group.

[0055] Optionally, the control module 300 is specifically used to: when the grouping strategy is a front and rear axle grouping strategy, divide the front axle wheels into a first wheel group and divide the braking circuit of the first wheel group into a first pressure control channel through a multi-way switching valve group; divide the rear axle wheels into a second wheel group and divide the braking circuit of the second wheel group into a second pressure control channel through a multi-way switching valve group.

[0056] It should be noted that the foregoing explanation of the vehicle stability control method embodiment also applies to the vehicle stability control device of this embodiment, and will not be repeated here.

[0057] According to the vehicle stability control device proposed in this application embodiment, the vehicle includes a main pressure build-up source and at least one auxiliary pressure build-up source. By collecting the current motion state and determining that the target vehicle is in a preset instability condition, an instability control command is generated. In response to the target vehicle entering an enhanced mode based on the instability control command, the main pressure build-up source independently controls the first pressure control channel of the target vehicle's braking circuit, and the auxiliary pressure build-up source independently controls the second pressure control channel of the braking circuit. Differential braking is applied to preset wheels and / or preset wheel sets until the target vehicle meets the preset stability conditions. This solves the problems of slow ESC pressure modulation, low accuracy, and insufficient redundancy and safety in related technologies under extreme conditions, achieving more flexible and safer wheel cylinder pressure control and improving chassis control performance.

[0058] Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 701, the processor 702, and the computer program stored on the memory 701 and executable on the processor 702.

[0059] When the processor 702 executes the program, it implements the vehicle stability control method provided in the above embodiments.

[0060] Furthermore, electronic devices also include: Communication interface 703 is used for communication between memory 701 and processor 702.

[0061] The memory 701 is used to store computer programs that can run on the processor 702.

[0062] The memory 701 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0063] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0064] Optionally, in a specific implementation, if the memory 701, processor 702, and communication interface 703 are integrated on a single chip, then the memory 701, processor 702, and communication interface 703 can communicate with each other through an internal interface.

[0065] The processor 702 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0066] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the vehicle stability control method described above.

[0067] This application also provides a computer program product that stores a computer program, which, when executed by a processor, implements the vehicle stability control method described above.

[0068] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0069] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0070] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0071] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0072] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

Claims

1. A vehicle stability control method, characterized in that, The vehicle includes a main pressure-building source and at least one auxiliary pressure-building source, and includes the following steps: Collect the current motion status of the target vehicle; If the target vehicle is determined to be in a preset instability condition based on the current motion state, an instability control command is generated. In response to the target vehicle entering the enhanced mode based on the instability control command, the main pressure build-up source independently controls the first pressure control channel of the target vehicle's braking circuit, and the auxiliary pressure build-up source independently controls the second pressure control channel of the braking circuit, and applies differential braking to preset wheels and / or preset wheel sets until the target vehicle meets preset stability conditions.

2. The method according to claim 1, characterized in that, When generating an instability control command based on the determination that the target vehicle is in a preset instability condition according to the current motion state, the method further includes: When the target vehicle is not in an unstable condition, control the target vehicle to operate in normal mode; According to the conventional mode, the hydraulic path of each wheel cylinder is connected to the main pressure source.

3. The method according to claim 1, characterized in that, The step of generating an instability control command when the target vehicle is determined to be in a preset instability condition based on the current motion state includes: The yaw rate deviation is calculated based on the current motion state of the target vehicle; The yaw rate deviation is compared with the first threshold and the second threshold to obtain the comparison result, and the target vehicle is judged to be in an unstable condition based on the comparison result. Wherein, the second threshold is greater than the first threshold.

4. The method according to claim 3, characterized in that, The step of comparing the yaw rate deviation with a first threshold and a second threshold to obtain a comparison result, and determining whether the target vehicle is in an unstable condition based on the comparison result, includes: When the yaw rate deviation is greater than or equal to the first threshold, the target vehicle is determined to be in normal operating condition; When the yaw rate deviation is greater than or equal to the second threshold, the target vehicle is determined to be in an unstable condition.

5. The method according to claim 1, characterized in that, The method of responding to the target vehicle entering the enhanced mode based on the instability control command, controlling the main pressure build-up source to independently control the first pressure control channel of the target vehicle's braking circuit, and controlling the auxiliary pressure build-up source to independently control the second pressure control channel of the braking circuit, includes: The braking circuit is grouped based on a preset grouping strategy to obtain a first pressure control channel and a second pressure control channel. When the preset grouping strategy is a cross-grouping strategy, the left front wheel and the right rear wheel are divided into the first wheel group, and the braking circuit of the first wheel group is divided into the first pressure control channel through a multi-way switching valve group. The right front wheel and the left rear wheel are divided into a second wheel group, and the braking circuit of the second wheel group is divided into a second pressure control channel through the multi-way switching valve group.

6. The method according to claim 5, characterized in that, The method of grouping the braking circuit based on a preset grouping strategy to obtain a first pressure control channel and a second pressure control channel includes: When the grouping strategy is a front and rear axle grouping strategy, the front axle wheels are divided into the first wheel group, and the braking circuit of the first wheel group is divided into the first pressure control channel through the multi-way switching valve group. The rear axle wheels are divided into the second wheel group, and the braking circuit of the second wheel group is divided into the second pressure control channel through the multi-way switching valve group.

7. A vehicle stability control device, characterized in that, The vehicle includes a main pressure-building source and at least one auxiliary pressure-building source, including: The data acquisition module is used to collect the current motion status of the target vehicle; The generation module is used to generate instability control commands when the target vehicle is determined to be in a preset instability condition based on the current motion state. The control module is configured to respond to the target vehicle entering the enhanced mode based on the instability control command, control the main pressure build-up source to independently control the first pressure control channel of the target vehicle's braking circuit, and control the auxiliary pressure build-up source to independently control the second pressure control channel of the braking circuit, and apply differential braking to preset wheels and / or preset wheel sets until the target vehicle meets preset stability conditions.

8. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle stability control method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the vehicle stability control method as described in any one of claims 1-6.

10. A computer program product, said computer program product storing a computer program, characterized in that, When the program is executed by the processor, it implements the vehicle stability control method as described in any one of claims 1-6.

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