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

Abstract

The application discloses a chassis stability control method, device, equipment, medium and program product. The method comprises the following steps: acquiring vehicle running state data in real time in a turning driving condition; wherein the running state data at least comprises a steering wheel rotation angle, a vehicle speed and an actual yaw rate; determining a first yaw rate according to the steering wheel rotation angle and the vehicle speed; determining a turning type of the turning driving condition according to the actual yaw rate and the first yaw rate; determining a required yaw moment according to the turning type; determining a torque distribution instruction of a target actuator in a plurality of actuators according to the required yaw moment; wherein the torque distribution instruction is used for controlling the target actuator to output a compensation yaw moment to realize chassis stability control; and the target actuator comprises at least one of a steering motor, a driving motor and an EMB actuator. In the turning driving condition, the plurality of actuators can be uniformly and cooperatively controlled according to the required yaw moment for the specific turning type, and the chassis stability control effect is effectively improved.

Description

Technical Field

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

[0002] The mainstream solution in the field of vehicle chassis stability control currently centers on the Electronic Stability Control (ESC) system. The ESC maintains chassis stability by intervening in actuators such as the steering motor, drive motor, and EMB actuators. Traditional ESC systems mostly employ an independent, decentralized approach to individually control each actuator, lacking a collaborative control mechanism between multiple actuators. Especially under extreme operating conditions such as steering, the complex coupling characteristics of the vehicle's dynamics and the limited control capability of a single actuator can easily lead to insufficient chassis stability control. Summary of the Invention

[0003] This application provides a chassis stability control method, device, equipment, medium, and program product.

[0004] In a first aspect, this application provides a chassis stability control method, which includes: acquiring vehicle operating status data in real time during a steering driving condition; wherein the operating status data includes at least steering wheel angle, vehicle speed, and actual yaw rate; determining a first yaw rate based on the steering wheel angle and vehicle speed; determining the steering type of the steering driving condition based on the actual yaw rate and the first yaw rate; determining the required yaw torque based on the steering type; and determining a torque distribution command for a target actuator among multiple actuators based on the required yaw torque; wherein the torque distribution command is used to control the target actuator to output a compensating yaw torque to achieve chassis stability control; the target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator.

[0005] Optionally, the torque distribution instruction for the target actuator among multiple actuators is determined based on the required yaw torque, including: Determine the allocation priority and allocation amount of the target actuator among multiple actuators; Based on the required yaw torque, as well as the allocation priority and allocation amount of the target actuator, determine the torque allocation instruction for the target actuator.

[0006] Optionally, if the torque distribution command of the target actuator includes the compensation angle of the steering motor... ;in,- ; This is obtained by querying the first preset table based on vehicle speed; The chassis stability control method further includes: determining the first compensating yaw moment output by the steering motor based on the following formula. :

[0007] in, L represents the lateral stiffness, and L represents the wheelbase.

[0008] Optionally, if the torque distribution command of the target actuator includes the motor torque corresponding to the i-th wheel, the chassis stability control method further includes: Determine the vertical load of the i-th wheel ; Based on road surface adhesion coefficient and the vertical load of the i-th wheel Calculate the tire force of the i-th wheel. The road surface adhesion coefficient is obtained by referring to the second preset table based on the wheel slip ratio, and the wheel slip ratio is calculated based on the vehicle speed. Based on the total drive torque required by the steering type and the tire force of the i-th wheel Determine the motor torque corresponding to the i-th wheel; wherein, the motor torque corresponding to the i-th wheel is used to control the output of the second compensating yaw torque of the motor torque corresponding to the i-th wheel. ; Optionally, the motor torque is either the motor drive torque or the motor braking torque.

[0009] Optionally, the vertical load of the i-th wheel is determined according to the following formula. : When i = fl ; When i=fr ; When i=rl ; When i = rr, then ; Where a and b are the distances from the front and rear axes to the center of mass, respectively; a x For longitudinal acceleration; a y B is the vertical acceleration; f B r The front and rear axle widths are respectively; m is the vehicle mass; g is the acceleration due to gravity; L is the wheelbase; h g The height of the vehicle's center of gravity.

[0010] Optionally, the torque distribution command of the target actuator includes the EMB braking torque corresponding to the i-th wheel; wherein the EMB braking torque corresponding to the i-th wheel is used to control the EMB actuator corresponding to the i-th wheel to output a third compensating yaw torque.

[0011] Optionally, the steering type for the steering driving condition is determined based on the actual yaw rate and the first yaw rate, including: Determine the deviation between the actual yaw rate and the first yaw rate; If the deviation is greater than 0, the steering type of the steering driving condition is oversteering; If the deviation is less than 0, the steering type of the steering driving condition is understeering.

[0012] Optionally, the required yaw moment is determined based on the steering type, including: Based on the steering type, a proportional control algorithm is used to calculate the required yaw moment; Optionally, the formula for the proportional control algorithm is:

[0013] Where e represents the deviation; K represents the required yaw moment at time t. p K is the proportional gain coefficient; i K is the integral gain coefficient; d This is the differential gain coefficient.

[0014] Optionally, if the multiple actuators further include an active suspension, then the chassis stability control method further includes: Torque distribution commands are assigned to the target actuators, and vehicle attitude is acquired in real time during chassis stability control. The active suspension adjusts its height and damping coefficient in real time based on the vehicle's posture.

[0015] Secondly, embodiments of this application provide a chassis stability control device, which includes: a data acquisition unit for acquiring vehicle operating status data in real time during steering driving conditions; wherein the operating status data includes at least steering wheel angle, vehicle speed, and actual yaw rate; a speed determination unit for determining a first yaw rate based on the steering wheel angle and vehicle speed; a type determination unit for determining the steering type of the steering driving condition based on the actual yaw rate and the first yaw rate; a torque determination unit for determining the required yaw torque based on the steering type; and a stability control unit for determining a torque distribution command for a target actuator among multiple actuators based on the required yaw torque; wherein the torque distribution command is used to control the target actuator to output a compensating yaw torque to achieve chassis stability control; the target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator.

[0016] Optionally, the stability control unit is specifically used for: Determine the allocation priority and allocation amount of the target actuator among multiple actuators; Based on the required yaw torque, as well as the allocation priority and allocation amount of the target actuator, determine the torque allocation instruction for the target actuator.

[0017] Optionally, if the torque distribution command of the target actuator includes the compensation angle of the steering motor... ;in,- ; This is obtained by querying the first preset table based on vehicle speed; The chassis stability control device also includes: The compensation torque determination unit is used to determine the first compensation yaw torque output by the steering motor based on the following formula. :

[0018] in, L represents the lateral stiffness, and L represents the wheelbase.

[0019] Thirdly, 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 to implement the chassis stability control method described in the first aspect.

[0020] Fourthly, this application provides a computer-readable storage medium that, when the instructions in the storage medium are executed by a processor corresponding to an electronic device, enables the electronic device to implement the chassis stability control method described in the first aspect.

[0021] Fifthly, this application provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the chassis stability control method as described in the first aspect.

[0022] The technical solution of this application has the following technical advantages over the prior art: The chassis stability control method provided in this application acquires vehicle operating status data in real time during steering conditions. Then, it determines a first yaw rate based on the steering wheel angle and vehicle speed in the operating status data, and determines the steering type of the steering condition by comparing this yaw rate with the actual yaw rate in the operating status data. Next, based on the required yaw torque determined by the steering type, it actively performs unified and coordinated control of multiple actuators, and collaboratively determines the torque allocation command to the target actuator. This target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator. This method enables unified coordination of multiple actuators based on the required yaw torque for a specific steering type during steering conditions, effectively improving chassis stability control performance. Attached Figure Description

[0023] The preferred embodiments of this application will be described in detail below with reference to the accompanying drawings, which will help to understand the purpose and advantages of this application, wherein: Figure 1A flowchart of a chassis stability control method provided in this application embodiment; Figure 2 A flowchart of a chassis stability control method provided in this application embodiment; Figure 3 This is a schematic diagram of the structure of a chassis stability control device provided in an embodiment of this application; Figure 4 A schematic diagram of the hardware connection relationship of the electronic device in the chassis stability control method provided in the embodiments of this application. Detailed Implementation

[0024] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0025] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0027] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0028] Figure 1 This is a flowchart illustrating a chassis stability control method provided in an embodiment of this application. This chassis stability control method can be executed by a central controller on the vehicle. Figure 1 As shown, the chassis stability control method includes the following steps: Step 101: Under the steering driving condition, acquire vehicle operating status data in real time; wherein, the operating status data includes at least the steering wheel angle, vehicle speed and actual yaw rate; Step 102: Determine the first yaw rate based on the steering wheel angle and vehicle speed; Step 103: Determine the steering type of the steering driving condition based on the actual yaw rate and the first yaw rate; Step 104: Determine the required yaw moment based on the steering type; Step 105: Determine the torque distribution command of the target actuator among multiple actuators based on the required yaw torque; wherein, the torque distribution command is used to control the target actuator to output the compensation yaw torque to achieve chassis stability control; the target actuator includes at least one of the following: steering motor, drive motor and EMB actuator.

[0029] The chassis stability control method provided in this application acquires vehicle operating status data in real time during steering conditions. Then, it determines a first yaw rate based on the steering wheel angle and vehicle speed in the operating status data, and determines the steering type of the steering condition by comparing it with the actual yaw rate in the operating status data. Next, based on the required yaw torque determined by the steering type, it actively performs unified and coordinated control of multiple actuators, and collaboratively determines the torque allocation command to the target actuator. The target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator. This method enables unified coordination of multiple actuators based on the required yaw torque for a specific steering type during steering conditions, effectively improving chassis stability control performance.

[0030] The following is a detailed description of step 101 (i.e., acquiring vehicle operating status data in real time under steering conditions; wherein the operating status data includes at least steering wheel angle, vehicle speed and actual yaw rate).

[0031] In this step, when the vehicle is turning, the sensor array on the vehicle acquires real-time data on the vehicle's operating status.

[0032] In one example, the sensor group includes, but is not limited to, a steering wheel angle sensor, a vehicle speed sensor, a yaw rate sensor, and a lateral acceleration sensor; the sensor group collects vehicle operating status data in real time, including steering wheel angle. The data includes vehicle speed v and actual yaw rate. The yaw rate sensor can be an inertial measurement unit.

[0033] It should be noted that the sampling frequency of the aforementioned sensor group can be no less than 100 Hz. Furthermore, after data acquisition via the sensor group, the vehicle operating status data is filtered and verified to ensure data accuracy.

[0034] The following is a detailed description of step 102 (i.e., determining the first yaw rate based on the steering wheel angle and vehicle speed).

[0035] In this step, based on the steering wheel angle and vehicle speed The first yaw rate is obtained by using a pre-calibrated two-dimensional lookup table (corresponding to the first preset table). This first preset table is based on the vehicle's linear model calibration and represents reference values ​​under ideal turning conditions.

[0036] Actual yaw rate The data is collected in real time by the inertial measurement unit, and its value is the direct measurement value of the sensor, reflecting the real state changes of the vehicle.

[0037] The following is a detailed explanation of step 103 (i.e., determining the steering type of the steering driving condition based on the actual yaw rate and the first yaw rate).

[0038] In one example, step 103 includes: The steering type for the steering driving condition is determined based on the actual yaw rate and the first yaw rate, including: Determine the deviation between the actual yaw rate and the first yaw rate; If the deviation is greater than 0, the steering type of the steering driving condition is oversteering; If the deviation is less than 0, the steering type of the steering driving condition is understeering.

[0039] Here, the deviation is based on the current yaw rate. With the first yaw rate The comparison results are determined; when the deviation is greater than 0, that is... When the steering is under normal driving conditions, the steering type is oversteering; when the deviation is less than 0, that is... When the steering is understeering, the steering type is understeering.

[0040] It should be noted that when the deviation = 0, that is... When the deviation is zero, it indicates that the current vehicle motion state perfectly matches the expected trajectory. This judgment provides the basis for subsequent control. Optionally, when the deviation is zero and multiple actuators also include an active suspension, the chassis stability control method further includes: The system acquires the vehicle's attitude and adjusts the height and damping coefficient of the active suspension in real time based on this attitude. For example, it increases the stiffness of the outer suspension and reduces the height of the inner suspension when cornering to suppress body roll; it adjusts the pitch attitude during acceleration / braking. This adjustment is synchronized with chassis stability control, ensuring vehicle stability and improving comfort through closed-loop control.

[0041] The following is a detailed explanation of step 104 (i.e., determining the required yaw moment based on the steering type).

[0042] In one example, step 104 includes: Based on the steering type, a proportional control algorithm is used to calculate the required yaw moment.

[0043] Optionally, in this example, the proportional control algorithm may be a P (proportional) I (integral) control algorithm, a PD (derivative) control algorithm, or a PID feedback control algorithm.

[0044] The PID feedback control algorithm is used as an example below.

[0045]

[0046] Where e is the deviation, representing the difference between the actual yaw rate and the first yaw rate of the vehicle, and is the input parameter of the PID controller. The error e is processed by the PID feedback control algorithm to obtain the required yaw moment M. z The required yaw moment is calculated using the following formula:

[0047] Among them, K p K is the proportional gain coefficient; i K is the integral gain coefficient; d This is the differential gain coefficient.

[0048] It should be noted that K p K i K d It can be calibrated online based on the vehicle's dynamic characteristics to ensure response speed and stability.

[0049] The following is a detailed description of step 105 (i.e., determining the torque distribution instruction of the target actuator among multiple actuators based on the required yaw torque; wherein the torque distribution instruction is used to control the target actuator to output a compensating yaw torque to achieve chassis stability control; the target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator).

[0050] In one example, when allocating the required yaw moment to multiple actuators, the allocation process is an optimization decision-making process, which refers to seeking the optimal solution by optimizing multiple objectives based on multiple constraints. Among these, multiple constraints may involve constraints such as actuator physical limits and tire-road adhesion limits; among these, actuator physical limits may refer to the peak torque of the drive motor.

[0051] Among these, multiple objectives include, but are not limited to, objectives such as actuator margin and / or energy consumption.

[0052] When the target actuator includes any of the following actuators: a steering motor (such as a front-wheel steering motor or an active rear-wheel steering motor), a drive motor (such as a distributed drive motor), and an EMB actuator, chassis stability control can be achieved in the following manner: (1) If the torque distribution command of the target actuator includes the compensation angle of the steering motor ;in,- ; This is obtained by querying the first preset table based on vehicle speed; The method also includes: determining the first compensating yaw moment output by the steering motor based on the following formula. :

[0053] in, L represents the lateral stiffness, and L represents the wheelbase.

[0054] (2) If the torque distribution command of the target actuator includes the motor torque corresponding to the i-th wheel, the method further includes: Determine the vertical load of the i-th wheel ; Based on road surface adhesion coefficient and the vertical load of the i-th wheel Calculate the tire force of the i-th wheel. The road surface adhesion coefficient is obtained by referring to the second preset table based on the wheel slip ratio, and the wheel slip ratio is calculated based on the vehicle speed. Based on the total drive torque required by the steering type and the tire force of the i-th wheel Determine the motor torque corresponding to the i-th wheel; wherein, the motor torque corresponding to the i-th wheel is used to control the output of the second compensating yaw torque of the motor torque corresponding to the i-th wheel. ; Optionally, the motor torque is either the motor drive torque or the motor braking torque.

[0055] Optionally, the vertical load of the i-th wheel is determined according to the following formula. : When i = fl ; When i=fr ; When i=rl ; When i = rr, then ; Where a and b are the distances from the front and rear axes to the center of mass, respectively; a x For longitudinal acceleration; a y B is the vertical acceleration; f Br The front and rear axle widths are respectively; m is the vehicle mass; g is the acceleration due to gravity; L is the wheelbase; h g The height of the vehicle's center of gravity.

[0056] (3) The torque distribution command of the target actuator includes the EMB braking torque corresponding to the i-th wheel; wherein, the EMB braking torque corresponding to the i-th wheel is used to control the EMB actuator corresponding to the i-th wheel to output the third compensation yaw torque.

[0057] It should be noted that the torque distribution command is used to ensure that the aforementioned first, second, or third compensated yaw torque meets a preset relationship with the required yaw torque. Taking the first compensated yaw torque as an example, if the first compensated yaw torque is greater than or equal to the compensated yaw torque, the steering motor will still operate normally. In other words, when the actuator participates in compensating for the required yaw torque, it should not affect its normal operation. If it affects normal operation, other actuators can be considered, or the compensation for the required yaw torque can be shared with other actuators.

[0058] In one example, step 105 includes: Determine the allocation priority and allocation amount of the target actuator among multiple actuators; Based on the required yaw torque, as well as the allocation priority and allocation amount of the target actuator, determine the torque allocation instruction for the target actuator.

[0059] In this example, the allocation priority and allocation amount of the actuator can be determined at least based on allocation indicators such as the actuator's energy consumption and / or margin, specifically: The allocation priority of the target actuator is determined based on the energy consumption of multiple actuators; and the allocation amount of the target actuator is determined based on the margin of multiple actuators.

[0060] Here, the allocation quota can refer to the share of the target actuator that participates in compensating for the yaw moment.

[0061] It should be noted that in this embodiment, the steering motor, drive motor and EMB actuator are sorted according to energy consumption, and the allocation priority of the steering motor, drive motor and EMB actuator decreases in that order.

[0062] When the target actuators include at least two of the following: a steering motor (such as a front-wheel steering motor or an active rear-wheel steering motor), a drive motor (such as a distributed drive motor), and an EMB actuator, a hierarchical cooperative control architecture is adopted to uniformly coordinate and control the active rear-wheel steering motor, the distributed drive motor, the brake-by-wire EMB (i.e., the EMB actuator), and the active suspension. Chassis stability control can be achieved in the following way: (1) Priority control of the active rear wheel steering motor: First, determine the required yaw moment. Distributed to the active rear wheel steering motor. Based on vehicle speed. The maximum rear wheel steering angle is obtained by referring to the first preset table. By adjusting the rear wheel steering angle (- This generates a lateral force, producing the first compensating yaw moment. The calculation is as follows: As shown:

[0063] in, Let L be the lateral stiffness and L be the wheelbase. Under the small-angle assumption, the active rear wheel steering angle can be equivalent to the effect of producing a corresponding lateral angle, and the tire lateral characteristic is in the linear region.

[0064] If the active rear wheel steering motor is working properly and If the yaw moment is counteracted by rear-wheel steering alone, the control will end; otherwise, if the active rear-wheel steering motor fails (at this time...), the control will end. If the required yaw moment cannot be completely offset by providing sufficient compensation torque independently, then proceed to the next level of control.

[0065] (2) Distributed drive motor torque distribution: First, based on longitudinal acceleration Vertical acceleration Real-time estimation of vertical load on each wheel (in Vertical load calculation is as follows: As shown.

[0066]

[0067] in, , These are the distances from the front and rear axles to the center of mass, respectively. , For the overall vehicle quality, It is the acceleration due to gravity. Wheelbase The height of the vehicle's center of gravity.

[0068] According to wheel slip ratio The road surface adhesion coefficient can be obtained by referring to the table. The tire forces of the four wheels are calculated using vertical loads. Tire force is calculated using the formula. As shown.

[0069]

[0070] Subsequently, within the framework of total drive torque demand, the torque is differentiated between the left and right drive wheels, specifically as follows: Based on the total drive torque required for the steering driving condition, the total drive torque required for the steering type, and the tire force of the i-th wheel. Determine the motor torque corresponding to the i-th wheel.

[0071] The total drive torque demand can be determined based on the following steps: collecting pedal opening; obtaining the vehicle's real-time status: current vehicle speed, steering wheel angle / yaw rate (used to identify turning conditions); based on the pedal opening and vehicle speed, a two-dimensional lookup table is consulted to obtain the basic driving force corresponding to a straight road surface, which is then converted into the basic total drive torque demand; determining that the vehicle has entered a turning driving condition, and introducing a steering correction coefficient; using the steering correction coefficient to correct the basic total drive torque demand, and outputting the final total drive torque demand under turning conditions.

[0072] It should be noted that when a vehicle is turning, the lateral force of the tires reduces the tire grip margin. If the driving force used in straight driving is continued, it is easy to exceed the tire grip limit and cause slippage and instability. Therefore, the driving torque needs to be reduced when turning, and the upper limit of the total driving torque demand is limited by the correction coefficient.

[0073] For example, in understeer conditions, a larger drive torque will be distributed to the outer wheels (especially the outer rear wheels), while the drive torque to the inner wheels will be reduced (or even motor braking will be applied), thereby generating a yaw moment pointing inwards into the corner to actively correct the vehicle's understeer tendency. The entire distribution process is optimized under the dual constraints of vertical load weighting and adhesion constraints, ultimately calculating the torque commands of the four motors to generate a second compensating yaw moment. If the motor torque distribution layer can independently or jointly bear the load with the rear wheel steering, it will meet the requirements. If the compensation is successful, the compensation is complete; otherwise, proceed to the third level.

[0074] (3) EMB brake initiation: When the motor torque distribution still cannot meet the total required torque, the EMB system is activated to distribute braking force to specific wheels (such as the inner or outer wheel). Combined with motor braking, this achieves a greater third-compensation yaw moment. The total compensation torque is .

[0075] In one example, a combination of motor braking and EMB braking on one side of the wheels, and motor drive on the other side, might be present. As long as it is ensured... This will maintain chassis stability.

[0076] Optionally, multiple actuators also involve coordinated adjustment of the active suspension; the chassis stability control method also includes: The vehicle's attitude is acquired in real time, and the height and damping coefficient of the active suspension are adjusted according to the vehicle's attitude.

[0077] Specifically, during chassis stability control, the active suspension system adjusts according to the vehicle's attitude (such as roll angle). Pitch angle The system adjusts the height and damping coefficient of the active suspension in real time. For example, it increases the stiffness of the outer suspension and reduces the height of the inner suspension when cornering to suppress body roll; it adjusts the pitch attitude during acceleration / braking. This adjustment is synchronized with the chassis stability control, ensuring vehicle stability and improving comfort through closed-loop control.

[0078] It should be noted that the coordinated adjustment of the active suspension can participate in any stage of the chassis stability control process, such as when the first yaw rate is the same as the actual yaw rate, during the process of compensating for yaw torque through the steering motor, during the process of compensating for yaw torque through the drive motor, or during the process of compensating for yaw torque through the EMB actuator.

[0079] It should be noted that, in the actual process of chassis stability control, the steering motor and EMB actuator can be used together to compensate for the required yaw torque; the drive motor and EMB actuator can also be combined to compensate for the required yaw torque.

[0080] It should be further noted that when an actuator participates in compensating for the required yaw moment alone, or when any two or three actuators are combined to participate in compensating for the required yaw moment, it is necessary to ensure that the actuators involved are working properly. This is a prerequisite for maintaining vehicle stability.

[0081] It should be noted that the allocation of the steering motor's contribution to compensating for the required yaw torque is determined by a margin. The size of the margin determines the extent to which the steering motor participates in the lateral stability control component. If the margin is sufficient, the steering motor can bear the compensation for the required yaw torque alone. If the margin is insufficient, the steering motor can share the compensation for the required yaw torque with the drive motor and / or the EMB actuator. When the margin is insufficient, the steering motor does not participate in compensating for the required yaw torque; this compensation is borne solely by the drive motor, solely by the EMB actuator, or jointly by the drive motor and the EMB actuator. Ultimately, it is essential to ensure that the aforementioned actuators function correctly.

[0082] It should be noted that, taking a four-wheeled vehicle as an example, the i-th wheel mentioned above can refer to any value of i = fl, fr, rl, and rr; when compensating through the drive motor, a corresponding motor torque can be applied to each wheel, and the second compensating yaw torque is obtained by the wheels (at least one wheel) to which the motor torque is applied; when compensating through the EMB actuator, a corresponding EMB braking torque can be applied to each wheel, and the third compensating yaw torque is obtained by the wheels (at least one wheel) to which the EMB braking torque is applied.

[0083] For the steering motor, if the steering motor is an active rear wheel steering motor, a compensation angle can be applied to each of the two rear wheels, and the first compensation yaw torque is obtained by the compensation angles applied to the two rear wheels.

[0084] The chassis stability control method provided in this application calculates a first yaw rate based on a linear two-degree-of-freedom vehicle model according to the steering wheel angle and vehicle speed in the vehicle's operating status data during steering. By comparing the deviation between the actual yaw rate and the first yaw rate, it determines whether the vehicle is showing signs of instability, i.e., the steering type (such as understeer or oversteer). In terms of control strategy, a PID feedback control algorithm is generally adopted. After calculating the required yaw moment, the central controller coordinates multiple actuators to output compensating yaw moments based on the required yaw moment, effectively improving the chassis stability control effect.

[0085] This application provides a multi-actuator collaborative chassis stability control scheme. Its core lies in real-time acquisition of vehicle operating status data and the adoption of a hierarchical collaborative control architecture to uniformly coordinate and control the active rear-wheel steering motor, distributed drive motor, brake-by-wire EMB (i.e., EMB actuator), and active suspension. This differs from existing schemes, which mostly use EMB actuators as the primary or sole means of yaw moment intervention. Existing schemes, with their fixed priority strategies, are prone to brake overheating, accelerated wear, and low energy efficiency (braking energy is converted into heat dissipation), failing to fully utilize the potential of low-energy-consumption actuators (such as rear-wheel steering and motor torque distribution). Furthermore, they lack redundancy backup mechanisms between actuators, resulting in poor fault tolerance in the event of a single system failure. The chassis stability control method provided in this application can solve these problems and may include the following steps: 1. Vehicle Status Acquisition and Initial Judgment: Real-time acquisition of data such as steering wheel angle, vehicle speed, and actual yaw rate. Based on the steering wheel angle and vehicle speed, the first yaw rate is obtained by looking up a table. The steering type of the steering driving condition is determined based on the actual yaw rate and the first yaw rate.

[0086] 2. Calculation of required yaw moment: Based on the difference between the current yaw rate and the first yaw rate, the required yaw moment is calculated by the PID controller, which serves as the basis for stability compensation.

[0087] 3. Multi-actuator layered coordination: The lateral force generated by the active rear-wheel steering motor is used first to counteract the required yaw moment; if the rear-wheel steering compensation is insufficient (such as the rear wheel angle reaching the maximum limit), the distributed drive motors distribute the left and right drive torques based on the vertical load difference to perform active chassis stability control; if the required yaw moment is large and the motor distribution is still insufficient, the brake-by-wire (EMB) is introduced for braking intervention; at the same time, the active suspension system adjusts the height and damping in real time to suppress vehicle pitch and roll.

[0088] The chassis stability control method provided in this application involves a multi-actuator collaborative chassis stability control technology. By collecting vehicle operating status data in real time, a hierarchical collaborative control architecture is used to achieve unified and coordinated control of active rear steering, distributed drive motor, brake-by-wire (EMB), and active suspension. This avoids overload of a single system, enhances robustness and adaptability, and thus improves vehicle cornering stability and comfort.

[0089] The following is combined Figure 2 This application describes a chassis stability control method provided in its embodiments. For example... Figure 2 As shown, the chassis stability control method may include the following steps: The first step is to collect vehicle operating status data in real time: The vehicle's operating status data, including steering wheel angle, is collected in real time using a sensor array (such as a steering wheel angle sensor, vehicle speed sensor, yaw rate sensor, and lateral acceleration sensor). Vehicle speed v, actual yaw rate, etc.

[0090] In addition, the sampling frequency is no less than 100 Hz. The vehicle operating status data is filtered and verified to ensure input accuracy.

[0091] The second step is to determine the first yaw rate based on the steering wheel angle and vehicle speed. First yaw rate calculation and steering type determination Based on steering wheel angle and vehicle speed The first yaw rate was obtained by a pre-calibrated two-dimensional lookup table method. This table is based on a linear model calibration of the vehicle and represents reference values ​​under ideal turning conditions.

[0092] The third step is to determine the steering type for the steering driving condition based on the actual yaw rate and the first yaw rate: The actual yaw rate is acquired in real time by the inertial measurement unit; its value is a direct measurement by the sensor and reflects the vehicle's true state changes. When the deviation is greater than 0, i.e. When the steering is under normal driving conditions, the steering type is oversteering; when the deviation is less than 0, that is... When the steering is understeering, the steering type is understeering.

[0093] Fourth step, determine the required yaw moment based on the steering type: The yaw rate deviation is calculated using the formula. As shown.

[0094]

[0095] in, Yaw rate deviation represents the difference between the vehicle's actual yaw rate and the initial yaw rate, and is an input parameter of the PID controller. The error is handled by the PID feedback control algorithm. To obtain the required yaw moment The yaw moment is calculated using the formula. As shown.

[0096]

[0097] Where t is time, This is the proportional gain coefficient. This is the integral gain coefficient. The differential gain coefficient, , , It can be calibrated online based on the vehicle's dynamic characteristics to ensure response speed and stability.

[0098] The fifth step involves determining the torque distribution command for the target actuator (including at least one of the active rear wheel steering motor, drive motor, and EMB actuator) among multiple actuators based on the required yaw torque, including: Priority control of the active rear wheel steering motor: First, determine the required yaw moment. Distributed to the active rear wheel steering motor. Based on vehicle speed. The maximum rear wheel steering angle is obtained by referring to the first preset table. By adjusting the rear wheel steering angle (- This generates a lateral force, producing the first compensating yaw moment. The calculation is as follows: As shown:

[0099] in, Let L be the lateral stiffness and L be the wheelbase. Under the small-angle assumption, the active rear wheel steering angle can be equivalent to the effect of producing a corresponding lateral angle, and the tire lateral characteristic is in the linear region.

[0100] If the active rear wheel steering motor is working properly and If the yaw moment is counteracted by rear-wheel steering alone, the control will end; otherwise, if the active rear-wheel steering motor fails (at this time...), the control will end. If the required yaw moment cannot be completely offset by providing sufficient compensation torque independently, then proceed to the next level of control.

[0101] Distributed drive motor torque distribution: First, based on longitudinal acceleration Vertical acceleration Real-time estimation of vertical load on each wheel (in Vertical load calculation is as follows: As shown.

[0102]

[0103] in, , These are the distances from the front and rear axles to the center of mass, respectively. , For the overall vehicle quality, It is the acceleration due to gravity. Wheelbase The height of the vehicle's center of gravity.

[0104] It should be noted that the above vehicle operating status data may also include longitudinal acceleration. and vertical acceleration Alternatively, it can be estimated using other data from the vehicle operating status data through an estimation unit.

[0105] According to wheel slip ratio The road surface adhesion coefficient can be obtained by referring to the table. The tire forces of the four wheels are calculated using vertical loads. Tire force is calculated using the formula. As shown.

[0106]

[0107] Subsequently, within the framework of total drive torque demand, the torque is differentiated between the left and right drive wheels, specifically as follows: Based on the total drive torque required for the steering driving condition, the total drive torque required for the steering type, and the tire force of the i-th wheel. Determine the motor torque corresponding to the i-th wheel.

[0108] For example, in understeer conditions, a larger drive torque will be distributed to the outer wheels (especially the outer rear wheels), while the drive torque to the inner wheels will be reduced (or even motor braking will be applied), thereby generating a yaw moment pointing inwards into the corner to actively correct the vehicle's understeer tendency. The entire distribution process is optimized under the dual constraints of vertical load weighting and adhesion constraints, ultimately calculating the torque commands of the four motors to generate a second compensating yaw moment. If the motor torque distribution layer can independently or jointly bear the load with the rear wheel steering, it will meet the requirements. If the compensation is successful, the compensation is complete; otherwise, proceed to the third level.

[0109] Brake-by-wire (EMB) brakes engage: When the motor torque distribution still cannot meet the total required torque, the EMB system is activated to distribute braking force to specific wheels (such as the inner or outer wheel). Combined with motor braking, this achieves a greater third-compensation yaw moment. The total compensation torque is .

[0110] In one example, a combination of motor braking and EMB braking on one side of the wheels, and motor drive on the other side, might be present. As long as it is ensured... This will maintain chassis stability.

[0111] Traditional stability control primarily focuses on lateral dynamics safety, often neglecting the active adjustment of vehicle posture (such as pitch and roll). If an active suspension system operates independently, its control rhythm may not be synchronized with yaw stability control, resulting in passengers still feeling noticeable body sway when cornering, affecting ride comfort.

[0112] Based on this, multiple actuators are also involved in the coordinated adjustment of the active suspension; this chassis stability control method also includes: The vehicle's attitude is acquired in real time, and the height and damping coefficient of the active suspension are adjusted according to the vehicle's attitude.

[0113] Specifically, during chassis stability control, the active suspension system adjusts according to the vehicle's attitude (such as roll angle). Pitch angle The system adjusts the height and damping coefficient of the active suspension in real time. For example, it increases the stiffness of the outer suspension and reduces the height of the inner suspension when cornering to suppress body roll; it adjusts the pitch attitude during acceleration / braking. This adjustment is synchronized with the chassis stability control, ensuring vehicle stability and improving comfort through closed-loop control.

[0114] It should be noted that the coordinated adjustment of the active suspension can participate in any stage of the chassis stability control process, such as when the first yaw rate is the same as the actual yaw rate, during the process of compensating for yaw torque through the steering motor, during the process of compensating for yaw torque through the drive motor, or during the process of compensating for yaw torque through the EMB actuator.

[0115] Additionally, it should be noted that all actuators in this application (active rear-wheel steering motor, drive motor, EMB actuator, active suspension) are connected to the central controller via CAN (Controller Area Network) bus or Ethernet. The central controller employs a real-time operating system and runs a collaborative control algorithm to ensure consistent response timing of all actuators. The control strategy can adapt parameters according to the driving mode (such as Sport or Comfort) to achieve a personalized experience.

[0116] This application's embodiments achieve seamless switching and optimized coordination among multiple actuators through a layered collaborative mechanism, effectively improving vehicle dynamic performance. In practical applications, parameter calibration can be performed in conjunction with simulation or real-vehicle testing to adapt to different vehicle models and road conditions.

[0117] Figure 3 This is a schematic diagram of a chassis stability control device provided in an embodiment of this application. The chassis stability control device is used to perform... Figure 1 or Figure 2 The chassis stability control method shown is as follows. Figure 3 As shown, the chassis stability control device may include: a data acquisition unit 301, used to acquire vehicle operating status data in real time during steering driving conditions; wherein the operating status data includes at least steering wheel angle, vehicle speed, and actual yaw rate; a speed determination unit 302, used to determine a first yaw rate based on the steering wheel angle and vehicle speed; a type determination unit 303, used to determine the steering type of the steering driving condition based on the actual yaw rate and the first yaw rate; a torque determination unit 304, used to determine the required yaw torque based on the steering type; and a stability control unit 305, used to determine a torque distribution command for a target actuator among multiple actuators based on the required yaw torque; wherein the torque distribution command is used to control the target actuator to output a compensating yaw torque to achieve chassis stability control; the target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator.

[0118] Optionally, the stability control unit 305 is specifically used to: determine the allocation priority and allocation amount of the target actuator among multiple actuators; and determine the torque allocation command of the target actuator based on the required yaw torque and the allocation priority and allocation amount of the target actuator.

[0119] Optionally, if the torque distribution command of the target actuator includes the compensation angle of the steering motor... ;in,- ; This is obtained by querying the first preset table based on the vehicle speed; The device further includes: The compensation torque determination unit 304 is used to determine the first compensation yaw torque output by the steering motor based on the following formula. :

[0120] in, L represents the lateral stiffness, and L represents the wheelbase.

[0121] Optionally, if the torque distribution command of the target actuator includes the motor torque corresponding to the i-th wheel, the chassis stability control device further includes: Load determination unit, used to determine the vertical load of the i-th wheel. ; Tire force calculation unit, used to calculate the road surface adhesion coefficient and the vertical load of the i-th wheel Calculate the tire force of the i-th wheel. The road surface adhesion coefficient is obtained by referring to the second preset table based on the wheel slip ratio, and the wheel slip ratio is calculated based on the vehicle speed. A torque determination unit is used to determine the total drive torque required by the steering type and the tire force of the i-th wheel. Determine the motor torque corresponding to the i-th wheel; wherein, the motor torque corresponding to the i-th wheel is used to control the output of the second compensating yaw torque of the motor torque corresponding to the i-th wheel. ; Optionally, the motor torque is either the motor drive torque or the motor braking torque.

[0122] Optionally, the vertical load of the i-th wheel is determined according to the following formula. : When i = fl ; When i=fr ; When i=rl ; When i = rr, then ; Where a and b are the distances from the front and rear axes to the center of mass, respectively; a x For longitudinal acceleration; a y B is the vertical acceleration; f B rThe front and rear axle widths are respectively; m is the vehicle mass; g is the acceleration due to gravity; L is the wheelbase; h g The height of the vehicle's center of gravity.

[0123] Optionally, the torque distribution command of the target actuator includes the EMB braking torque corresponding to the i-th wheel; wherein the EMB braking torque corresponding to the i-th wheel is used to control the EMB actuator corresponding to the i-th wheel to output a third compensating yaw torque.

[0124] Optionally, the type determination unit 303 is specifically used for: Determine the deviation between the actual yaw rate and the first yaw rate; If the deviation is greater than 0, the steering type of the steering driving condition is oversteering; If the deviation is less than 0, the steering type of the steering driving condition is understeering.

[0125] Optionally, the torque determining unit 304 is specifically used for: Based on the steering type, a proportional control algorithm is used to calculate the required yaw moment; Optionally, the formula for the proportional control algorithm is:

[0126] Where e represents the deviation; K represents the required yaw moment at time t. p K is the proportional gain coefficient; i K is the integral gain coefficient; d This is the differential gain coefficient.

[0127] Optionally, if the multiple actuators further include an active suspension, then the chassis stability control device further includes: The sending unit is used to assign torque distribution commands to the target actuator. The attitude acquisition unit is used to acquire the vehicle attitude in real time during the chassis stability control process. The adjustment unit is used to adjust the height and damping coefficient of the active suspension in real time according to the vehicle's posture.

[0128] This application provides a computer-readable storage medium storing program information. After reading the program information, the computer executes the steps of the chassis stability control method described in any of the above schemes.

[0129] This application provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the chassis stability control method described in any of the above solutions.

[0130] This application also provides an electronic device, such as... Figure 4As shown, the electronic device includes at least one processor 31 and at least one memory 32. The at least one memory 32 stores program information. After reading the program information, the at least one processor 31 executes the chassis stability control method described in any of the above method embodiments. The device may further include an input device 33 and an output device 34. The processor 31, memory 32, input device 33, and output device 34 can be communicatively connected. The memory 32, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. The processor 31 executes various functional applications and data processing by running the non-volatile software programs, instructions, and modules stored in the memory 32, thereby implementing the chassis stability control method provided in any of the above embodiments. The memory 32 may include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a function; the data storage area may store data created based on the use of the chassis stability control method, etc. Furthermore, memory 32 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 32 may optionally include memory remotely located relative to processor 31, and these remote memories may be connected via a network to execute the chassis stability control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof. Input device 33 may receive user clicks and generate signal inputs related to user settings and function control of the chassis stability control method. Output device 34 may include a display device such as a display screen. When the one or more modules are stored in memory 32 and are executed by the one or more processors 31, the chassis stability control method in any of the above method embodiments is performed.

[0131] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this application.

Claims

1. A chassis stability control method, characterized in that, The method includes: During steering and driving conditions, real-time vehicle operating status data is acquired; wherein, the operating status data includes at least steering wheel angle, vehicle speed, and actual yaw rate; Determine the first yaw rate based on the steering wheel angle and vehicle speed; The steering type for the steering driving condition is determined based on the actual yaw rate and the first yaw rate. Determine the required yaw moment based on the steering type; Based on the required yaw moment, a torque distribution command is determined for the target actuator among multiple actuators; wherein, the torque distribution command is used to control the target actuator to output a compensating yaw moment to achieve chassis stability control; the target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator.

2. The chassis stability control method according to claim 1, characterized in that, The command for determining the torque distribution of the target actuator among multiple actuators based on the required yaw torque includes: Determine the allocation priority and allocation amount of the target actuator among multiple actuators; Based on the required yaw torque, as well as the allocation priority and allocation amount of the target actuator, the torque allocation instruction of the target actuator is determined.

3. The chassis stability control method according to claim 1, characterized in that, If the torque distribution command of the target actuator includes the compensation angle of the steering motor... ;in,- ; This is obtained by querying the first preset table based on the vehicle speed; The method further includes: determining the first compensating yaw moment output by the steering motor based on the following formula. : in, L represents the lateral stiffness, and L represents the wheelbase.

4. The chassis stability control method according to claim 1 or 3, characterized in that, If the torque distribution command for the target actuator includes the motor torque corresponding to the i-th wheel, then the method further includes: Determine the vertical load of the i-th wheel ; Based on road surface adhesion coefficient and the vertical load of the i-th wheel Calculate the tire force of the i-th wheel. The road surface adhesion coefficient is obtained by querying the second preset table based on the wheel slip ratio, and the wheel slip ratio is calculated based on the vehicle speed. Based on the total drive torque required for the steering type and the tire force of the i-th wheel. The motor torque corresponding to the i-th wheel is determined; wherein, the motor torque corresponding to the i-th wheel is used to control the output of the second compensation yaw torque of the motor torque corresponding to the i-th wheel. And / or, the motor torque is the motor drive torque or the motor braking torque.

5. The chassis stability control method according to claim 4, characterized in that, The vertical load of the i-th wheel is determined using the following formula. : When i = fl ; When i=fr, ; When i = rl ; When i = rr ; Where a and b are the distances from the front and rear axes to the center of mass, respectively; a x For longitudinal acceleration; a y B is the vertical acceleration; f B r The front and rear axle widths are respectively; m is the vehicle mass; g is the acceleration due to gravity; L is the wheelbase; h g The height of the vehicle's center of gravity.

6. The chassis stability control method according to claim 1 or 3, characterized in that, The torque distribution command of the target actuator includes the EMB braking torque corresponding to the i-th wheel; wherein, the EMB braking torque corresponding to the i-th wheel is used to control the EMB actuator corresponding to the i-th wheel to output a third compensating yaw torque.

7. The chassis stability control method according to any one of claims 1-3, characterized in that, The method of determining the steering type based on the actual yaw rate and the first yaw rate for the steering driving condition includes: Determine the deviation between the actual yaw rate and the first yaw rate; If the deviation is greater than 0, the steering type of the steering driving condition is oversteering; If the deviation is less than 0, the steering type of the steering driving condition is understeering.

8. The chassis stability control method according to any one of claims 1-3, characterized in that, The determination of the required yaw moment based on the steering type includes: Based on the steering type, a proportional control algorithm is used to calculate the required yaw moment; And / or, the formula for the proportional control algorithm is: Where e represents the deviation; K represents the required yaw moment at time t. p K is the proportional gain coefficient. i K is the integral gain coefficient; d This is the differential gain coefficient.

9. The chassis stability control method according to claim 1, characterized in that, If the multiple actuators further include an active suspension, then the method further includes: Torque distribution commands are assigned to the target actuator, and the vehicle attitude is acquired in real time during chassis stability control. The height and damping coefficient of the active suspension are adjusted in real time according to the vehicle's posture.

10. A chassis stability control device, characterized in that, The device includes: The data acquisition unit is used to acquire vehicle operating status data in real time under steering driving conditions; wherein, the operating status data includes at least steering wheel angle, vehicle speed and actual yaw rate; The speed determination unit is used to determine the first yaw rate based on the steering wheel angle and vehicle speed. The type determination unit is used to determine the steering type of the steering driving condition based on the actual yaw rate and the first yaw rate. The torque determination unit is used to determine the required yaw torque based on the steering type. A stability control unit is used to determine a torque distribution command for a target actuator among multiple actuators based on the required yaw moment; wherein the torque distribution command is used to control the target actuator to output a compensating yaw moment to achieve chassis stability control; the target actuator includes at least one of a steering motor, a drive motor, and an EMB actuator.

11. The chassis stability control device according to claim 10, characterized in that, The stability control unit is specifically used for: Determine the allocation priority and allocation amount of the target actuator among multiple actuators; Based on the required yaw torque, as well as the allocation priority and allocation amount of the target actuator, the torque allocation instruction of the target actuator is determined.

12. The chassis stability control device according to claim 10, characterized in that, If the torque distribution command of the target actuator includes the compensation angle of the steering motor... ;in,- ; This is obtained by querying the first preset table based on the vehicle speed; The device further includes: The compensation torque determination unit is used to determine the first compensation yaw torque output by the steering motor based on the following formula. : in, L represents the lateral stiffness, and L represents the wheelbase.

13. An electronic device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the chassis stability control method as described in any one of claims 1-9.

14. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform the chassis stability control method as described in any one of claims 1-9.

15. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the chassis stability control method as described in any one of claims 1-9.

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