A vehicle stability control method, device, readable storage medium and electronic equipment

Abstract

The application belongs to the technical field of vehicle control, and particularly relates to a vehicle stability control method and device, a computer readable storage medium, an electronic device and a computer program product. The method comprises the following steps: acquiring a front wheel steering angle and a longitudinal speed of a vehicle; determining a desired yaw rate and a desired center of mass side slip angle of the vehicle according to the front wheel steering angle and the longitudinal speed; determining initial distribution weights of an electronic stability controller and a torque vector controller according to the desired yaw rate and the desired center of mass side slip angle; performing adaptive weight collaborative iterative optimization on the electronic stability controller and the torque vector controller based on the initial distribution weights to obtain a desired braking torque of the electronic stability controller and a desired driving torque of the torque vector controller; and performing stability control on the vehicle according to the desired braking torque and the desired driving torque. Through the application, a better vehicle stability control effect can be achieved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a vehicle stability control method, device, computer-readable storage medium, electronic device and computer program product. Background Technology

[0002] Vehicle stability control can be achieved through Electronic Stability Control (ESC) and Torque Vectoring Control (TVC). The ESC controller controls the vehicle by braking, while the TVC controller controls the vehicle by driving.

[0003] In existing technologies, ESC controllers and TVC controllers generally perform vehicle stability control independently, lacking coordination between them and easily causing conflicts, resulting in poor vehicle stability control performance. Summary of the Invention

[0004] In view of this, embodiments of this application provide a vehicle stability control method, apparatus, computer-readable storage medium, electronic device, and computer program product to solve the problem that existing vehicle stability control methods have poor vehicle stability control performance.

[0005] A first aspect of this application provides a vehicle stability control method, which may include:

[0006] Obtain the vehicle's front wheel steering angle and longitudinal velocity;

[0007] Based on the front wheel steering angle and longitudinal speed, determine the vehicle's desired yaw rate and desired center of gravity sideslip angle;

[0008] The initial weight allocation for the electronic stability controller and the torque vector controller is determined based on the desired yaw rate and the desired sideslip angle of the center of mass.

[0009] Based on the initial weight allocation, adaptive weight cooperative iterative optimization is performed on the electronic stability controller and the torque vector controller to obtain the desired braking torque of the electronic stability controller and the desired driving torque of the torque vector controller.

[0010] The vehicle is stabilized based on the desired braking torque and desired driving torque.

[0011] By using the above methods, the electronic stability controller and torque vector controller can be used to coordinate vehicle control, achieving an integrated combination of braking and driving, thereby achieving better vehicle stability control.

[0012] In one specific implementation of the first aspect, based on the initial weight allocation, adaptive weight cooperative iterative optimization is performed on the electronic stability controller and the torque vector controller to obtain the desired braking torque of the electronic stability controller and the desired driving torque of the torque vector controller, which may include:

[0013] Based on the current assigned weights, determine the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller; where the initial value of the current assigned weights is the initial assigned weights.

[0014] Based on the objective function, the first coordinated distributed optimization problem corresponding to the electronic stability controller and the second coordinated distributed optimization problem corresponding to the torque vector controller are determined.

[0015] The first and second coordinated distributed optimization problems are solved respectively, and the first and second solution results of this round of coordinated iterative optimization are obtained.

[0016] If the first and second solutions of this round of collaborative iterative optimization do not satisfy the Pareto optimality condition, the current assigned weights are updated based on the first and second solutions of this round of collaborative iterative optimization to obtain new current assigned weights, and the next round of iterative optimization continues.

[0017] If the first and second solutions of this round of collaborative iterative optimization satisfy the Pareto optimality condition, the desired braking torque and desired driving torque are determined based on the first and second solutions of this round of collaborative iterative optimization.

[0018] Using the above method, the coordinated distributed optimization problems corresponding to the electronic stability controller and the torque vector controller can be determined respectively. Through continuous iterative optimization, the Pareto optimality condition is met, thereby obtaining more accurate solution results.

[0019] In one specific implementation of the first aspect, the first coordinated distributed optimization problem and the second coordinated distributed optimization problem are solved respectively to obtain the first solution result and the second solution result of this round of coordinated iterative optimization, which may include:

[0020] Based on the second solution result of the previous round of collaborative iterative optimization, the first coordinated distributed optimization problem is solved to obtain the first solution result of this round of collaborative iterative optimization;

[0021] Based on the first solution result of the previous round of collaborative iterative optimization, the second coordinated distributed optimization problem is solved to obtain the second solution result of this round of collaborative iterative optimization.

[0022] Using the above method, the electronic stability controller and the torque vector controller can solve their own problems in the current round of collaborative iterative optimization based on the solution results of each other in the previous round of collaborative iterative optimization, thereby realizing interactive solution between the electronic stability controller and the torque vector controller.

[0023] In one specific implementation of the first aspect, the objective function for the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller, determined based on the currently assigned weights, may include:

[0024] Determine the first objective function for the model predictive control problem of the electronic stability controller;

[0025] Determine the second objective function of the model predictive control problem for the torque vector controller;

[0026] Based on the current weight allocation, the first objective function and the second objective function are weighted and summed to obtain the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller.

[0027] The above method can integrate the objective functions of the electronic stability controller and the torque vector controller to obtain the objective function of the coordinated distributed optimization problem of the two, which facilitates the coordinated iterative optimization of the electronic stability controller and the torque vector controller.

[0028] In one specific implementation of the first aspect, determining the initial weight allocation for the electronic stability controller and the torque vector controller based on the desired yaw rate and the desired sideslip angle can include:

[0029] The vehicle's operating mode is determined based on the desired yaw rate and the desired sideslip angle.

[0030] Based on the operating mode, determine the initial weight allocation for the electronic stability controller and the torque vector controller.

[0031] Using the above method, the corresponding initial allocation weights can be determined according to the actual situation of the vehicle, which can be more widely adapted to various complex scenarios.

[0032] In one specific implementation of the first aspect, determining the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle can include:

[0033] When the desired yaw rate and the desired center of gravity sideslip angle are within the first range, the vehicle's operating mode is determined to be emergency braking mode; wherein, the first range is the range in which the absolute value of the desired yaw rate is greater than a preset first yaw rate threshold, or the absolute value of the desired center of gravity sideslip angle is greater than a preset first center of gravity sideslip angle threshold.

[0034] Accordingly, based on the operating mode, the initial weight allocation for the electronic stability controller and the torque vector controller is determined, including:

[0035] Based on the emergency braking mode, the first initial allocation weights of the electronic stability controller and the torque vector controller are determined; wherein the first initial allocation weight of the electronic stability controller is greater than the first initial allocation weight of the torque vector controller.

[0036] By using the above method, when the desired yaw rate or desired center of gravity sideslip angle is large, the electronic stability controller can be assigned a larger initial weight than the torque vector controller, thereby increasing the intervention ratio of the electronic stability controller and achieving better vehicle stability control.

[0037] In one specific implementation of the first aspect, determining the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle can include:

[0038] When the desired yaw rate and desired sideslip angle are within the second range, the vehicle's operating mode is determined to be the operation assistance mode; wherein, the second range is the range in which the absolute value of the desired yaw rate is less than a preset second yaw rate threshold, and the absolute value of the desired sideslip angle is less than a preset second sideslip angle threshold; the second yaw acceleration threshold is less than the first yaw acceleration threshold; the second sideslip angle threshold is less than the first sideslip angle threshold.

[0039] Accordingly, based on the operating mode, the initial weight allocation for the electronic stability controller and the torque vector controller is determined, including:

[0040] Based on the operation assistance mode, the second initial allocation weights of the electronic stability controller and the torque vector controller are determined; wherein, the second initial allocation weight of the electronic stability controller is less than the second initial allocation weight of the torque vector controller.

[0041] Using the above method, when the desired yaw rate and desired center of gravity sideslip angle are small, the electronic stability controller can be assigned an initial weight that is smaller than that of the torque vector controller, thereby reducing the intervention ratio of the electronic stability controller and avoiding a decrease in vehicle speed while ensuring safety.

[0042] In one specific implementation of the first aspect, determining the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle can include:

[0043] When the desired yaw rate and desired center of gravity sideslip angle are within the third range, the vehicle's operating mode is determined to be the anti-instability mode; where the third range is any range other than the first and second ranges.

[0044] Accordingly, the initial weight allocation for the electronic stability controller and the torque vector controller is determined based on the operating mode, which may include:

[0045] Based on the anti-instability mode, the third initial allocation weights of the electronic stability controller and the torque vector controller are determined; wherein, the third initial allocation weight of the electronic stability controller is equal to the third initial allocation weight of the torque vector controller.

[0046] Using the above method, the electronic stability controller and torque vector controller can be assigned similar initial weights under other values ​​of desired yaw rate and desired centroid sideslip angle, so that neither has obvious bias and is more conducive to their coordinated operation.

[0047] In one specific implementation of the first aspect, vehicle stability control based on the desired braking torque and the desired driving torque may include:

[0048] The hydraulic brake actuator controls the vehicle to brake according to the desired braking torque;

[0049] The vehicle's motor is controlled to drive the vehicle according to the desired driving torque.

[0050] Using the above methods, braking and driving control of the vehicle can be achieved through the corresponding underlying actuators, thereby obtaining better vehicle stability control.

[0051] A second aspect of this application provides a vehicle stability control device, which may include:

[0052] The vehicle motion state acquisition module is used to acquire the front wheel steering angle and longitudinal velocity of the vehicle;

[0053] The stability parameter determination module is used to determine the vehicle's desired yaw rate and desired center of gravity sideslip angle based on the front wheel steering angle and longitudinal speed.

[0054] The initial weight allocation determination module is used to determine the initial weight allocation of the electronic stability controller and the torque vector controller based on the desired yaw rate and the desired sideslip angle of the center of mass.

[0055] The collaborative iterative optimization module is used to perform adaptive weight collaborative iterative optimization of the electronic stability controller and the torque vector controller based on the initial weight allocation, so as to obtain the expected braking torque of the electronic stability controller and the expected driving torque of the torque vector controller.

[0056] The vehicle stability control module is used to perform stability control on the vehicle based on the desired braking torque and desired driving torque.

[0057] In one specific implementation of the second aspect, the collaborative iterative optimization module may include:

[0058] The objective function determination unit is used to determine the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller based on the current assigned weights; wherein, the initial value of the current assigned weights is the initial assigned weights;

[0059] The optimization problem determination unit is used to determine, based on the objective function, the first coordinated distributed optimization problem corresponding to the electronic stability controller and the second coordinated distributed optimization problem corresponding to the torque vector controller;

[0060] The optimization problem-solving unit is used to solve the first coordinated distributed optimization problem and the second coordinated distributed optimization problem respectively, and obtain the first solution result and the second solution result of this round of coordinated iterative optimization.

[0061] The weight allocation update unit is used to update the current weight allocation based on the first and second solution results of the current round of collaborative iterative optimization when the first and second solution results do not meet the Pareto optimality condition, so as to obtain the new current weight allocation and continue to the next round of iterative optimization.

[0062] The torque determination unit is used to determine the desired braking torque and desired driving torque based on the first and second solution results of the current round of collaborative iterative optimization, provided that the first and second solution results of the current round of collaborative iterative optimization satisfy the Pareto optimal condition.

[0063] In one specific implementation of the second aspect, the optimization problem-solving unit can be specifically used to: solve the first coordinated distributed optimization problem based on the second solution result of the previous round of coordinated iterative optimization to obtain the first solution result of the current round of coordinated iterative optimization; and solve the second coordinated distributed optimization problem based on the first solution result of the previous round of coordinated iterative optimization to obtain the second solution result of the current round of coordinated iterative optimization.

[0064] In one specific implementation of the second aspect, the objective function determination unit can be specifically used to: determine the first objective function of the model predictive control problem of the electronic stability controller; determine the second objective function of the model predictive control problem of the torque vector controller; and, based on the currently assigned weights, perform a weighted summation of the first and second objective functions to obtain the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller.

[0065] In one specific implementation of the second aspect, the initial weight allocation determination module may include:

[0066] The operating mode determination unit is used to determine the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle.

[0067] The initial weight allocation determination unit is used to determine the initial weight allocation of the electronic stability controller and the torque vector controller according to the operating mode.

[0068] In one specific implementation of the second aspect, the operating mode determination unit can be specifically used to: determine the vehicle's operating mode as emergency braking mode when the desired yaw rate and the desired center of gravity sideslip angle are within a first interval range; wherein, the first interval range is the interval range where the absolute value of the desired yaw rate is greater than a preset first yaw rate threshold, or the absolute value of the desired center of gravity sideslip angle is greater than a preset first center of gravity sideslip angle threshold.

[0069] Accordingly, the initial allocation weight determination unit can be specifically used to: determine the first initial allocation weights of the electronic stability controller and the torque vector controller according to the emergency braking mode; wherein the first initial allocation weight of the electronic stability controller is greater than the first initial allocation weight of the torque vector controller.

[0070] In one specific implementation of the second aspect, the operating mode determination unit can be specifically used to: determine the vehicle's operating mode as an operation assistance mode when the desired yaw rate and the desired center-of-gravity sideslip angle are within a second interval range; wherein, the second interval range is the range in which the absolute value of the desired yaw rate is less than a preset second yaw rate threshold, and the absolute value of the desired center-of-gravity sideslip angle is less than a preset second center-of-gravity sideslip angle threshold; the second yaw acceleration threshold is less than a first yaw acceleration threshold; and the second center-of-gravity sideslip angle threshold is less than the first center-of-gravity sideslip angle threshold.

[0071] Accordingly, the initial allocation weight determination unit can be specifically used to: determine the second initial allocation weights of the electronic stability controller and the torque vector controller according to the operation assistance mode; wherein the second initial allocation weight of the electronic stability controller is less than the second initial allocation weight of the torque vector controller.

[0072] In one specific implementation of the second aspect, the operating mode determination unit can be specifically used to: determine the vehicle's operating mode as an anti-instability mode when the desired yaw rate and desired center of gravity sideslip angle are within the third interval range; wherein, the third interval range is any interval range other than the first interval range and the second interval range.

[0073] Accordingly, the initial allocation weight determination unit can be specifically used to: determine the third initial allocation weights of the electronic stability controller and the torque vector controller according to the anti-instability mode; wherein, the third initial allocation weight of the electronic stability controller is equal to the third initial allocation weight of the torque vector controller.

[0074] In one specific implementation of the second aspect, the vehicle stability control module can be specifically used to: control the vehicle's hydraulic brake actuator to brake the vehicle according to the desired braking torque; and control the vehicle's motor to drive the vehicle according to the desired driving torque.

[0075] A third aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of any of the above-described vehicle stability control methods.

[0076] A fourth aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of any of the above-described vehicle stability control methods.

[0077] A fifth aspect of this application provides a computer program product, including a computer program that, when executed by a processor, implements the steps of any of the above-described vehicle stability control methods. Attached Figure Description

[0078] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0079] Figure 1 This is a flowchart of one embodiment of a vehicle stability control method according to the present application.

[0080] Figure 2 This is a schematic diagram of a two-degree-of-freedom dynamic model of a vehicle.

[0081] Figure 3 A schematic flowchart illustrating the adaptive weighting and collaborative iterative optimization of the electronic stability controller and torque vector controller;

[0082] Figure 4 This is a structural diagram of one embodiment of a vehicle stability control device according to the present application.

[0083] Figure 5 This is a schematic block diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0084] To make the inventive objectives, features, and advantages of this application more apparent and understandable, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0085] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0086] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0087] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0088] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [the described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [the described condition or event] is detected," or "in response to detection of [the described condition or event]."

[0089] Furthermore, in the description of this application, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0090] Vehicle stability control can be achieved through Electronic Stability Control (ESC) and Torque Vectoring Control (TVC). The ESC controller controls the vehicle by braking, while the TVC controller controls the vehicle by driving.

[0091] In existing technologies, ESC controllers and TVC controllers generally perform vehicle stability control independently, lacking coordination between them and easily causing conflicts, resulting in poor vehicle stability control performance.

[0092] In view of this, embodiments of this application provide a vehicle stability control method, apparatus, computer-readable storage medium, electronic device, and computer program product to solve the problem that existing vehicle stability control methods have poor vehicle stability control performance.

[0093] In this embodiment, the ESC controller and TVC controller can be used together to control the vehicle, achieving an integrated combination of braking and driving, thereby achieving better vehicle stability control.

[0094] Please see Figure 1 One embodiment of a vehicle stability control method in this application may include:

[0095] Step S101: Obtain the front wheel steering angle and longitudinal speed of the vehicle.

[0096] The front wheel steering angle and longitudinal speed of a vehicle can be directly acquired by sensors in the vehicle, or calculated from the data acquired by the sensors. Sensors in the vehicle may include, but are not limited to, inertial measurement units (IMUs), wheel speed sensors, steering angle sensors, torque sensors, and other sensors.

[0097] Step S102: Determine the vehicle's desired yaw rate and desired center of gravity sideslip angle based on the front wheel steering angle and longitudinal speed.

[0098] In this embodiment of the application, a system can be pre-established as follows: Figure 2 The two-degree-of-freedom dynamic model of the vehicle shown can be used to determine the desired yaw rate and desired sideslip angle of the vehicle's center of gravity based on the front wheel steering angle and longitudinal velocity, as shown in the following equation:

[0099]

[0100] Where, δ f v is the steering angle of the vehicle's front wheels. x Let l be the longitudinal velocity of the vehicle. f l is the distance from the center of gravity to the front axle. r The distance from the center of gravity to the rear axle is m, where m is the mass of the vehicle, and C is C. f For the front wheel lateral stiffness, C r For the rear wheel lateral stiffness, γ d For the desired yaw rate, β dThe desired centroid sideslip angle.

[0101] Step S103: Determine the initial weight allocation of the electronic stability controller and the torque vector controller based on the desired yaw rate and the desired center of mass sideslip angle.

[0102] In this embodiment, models of the ESC controller and TVC controller can be pre-established. Based on the assumptions of small steering angles of the left and right tires and constant longitudinal vehicle speed within the control cycle, the lateral motion of the vehicle can be represented by the dual-track model shown in the following equation:

[0103]

[0104] Where β is the sideslip angle of the center of mass, γ is the yaw rate, and F xij and F yij Let ij represent the longitudinal and lateral forces of the four tires, respectively. ij can take the values ​​fl, fr, rl, and rr, representing the left front tire, right front tire, left rear tire, and right rear tire, respectively. z Let l be the moment of inertia of the vehicle about its vertical axis. w This refers to the width of the vehicle.

[0105] The longitudinal force of a tire can be obtained through wheel dynamics, as shown in the following formula:

[0106]

[0107] Among them, I w Let r be the moment of inertia of the wheel. w Let w be the equivalent radius of the wheel. ij and T ij These are the wheel speed and driving torque, respectively.

[0108] Based on the assumption that the front wheel steering angle is small, the lateral force of the tire can be calculated using the following formula:

[0109] F yij =k ij α uj

[0110] Where, k uj For the lateral stiffness of the tire, α uj This is the tire slip angle.

[0111] The tire slip angle can be calculated using the following formula:

[0112]

[0113] By defining the state variable x = [βγ] and the control input variable u = [δ] f T fl T fr Trl T rr This yields the continuous-time state-space model shown in the following equation:

[0114]

[0115] Where k is the value assuming that the tire lateral stiffness of the four wheels is the same.

[0116] Furthermore, we design a model for the ESC controller. By treating the driver input as a disturbance and the additional yaw moment as the input, we can rearrange the previous equation to obtain:

[0117]

[0118] Where M is the desired additional yaw moment.

[0119] The goal of the ESC controller is to design a compensating torque to improve handling stability, and then use a lower-level controller to distribute the desired torque to each wheel in the form of braking torque.

[0120] The absolute limit of yaw rate is determined by Therefore, the constraint on the yaw rate is:

[0121]

[0122] Where μ is the road surface adhesion coefficient.

[0123] By constraining the yaw rate, the limits of tire force can be avoided.

[0124] Further considering centroid sideslip angle tracking, the absolute limit of the centroid sideslip angle can be given by the following formula:

[0125]

[0126] The resulting Model Predictive Control (MPC) problem is shown in the following equation:

[0127]

[0128] Where N is the prediction time domain, J esc Let A be the objective function. d B δ,d B M,d For A and B after discretization δ B M , Let Q and R be the upper bound of the desired additional yaw moment. Q and R are the penalty weight matrices. By solving the above optimization problem, the optimal additional yaw moment M at time k can be obtained. * (k).

[0129] Furthermore, slip ratio control is implemented at the underlying level. For each wheel, the slip ratio and torque balance equation is as follows:

[0130]

[0131] Among them, T d For driving torque, T b For braking torque, J w F is the tire's moment of inertia, s is the wheel slip ratio, and F is the wheel slip ratio. x For the sake of simplicity, the subscript ij is omitted here, representing the longitudinal force of the tire.

[0132] The derivative of the slip ratio is shown in the following equation:

[0133]

[0134] Tire longitudinal force F x It can be approximated by the following formula:

[0135]

[0136] Among them, F z For vertical loads, k l0 This refers to the nominal longitudinal stiffness.

[0137] The load transfer between the four wheels is shown in the following formula:

[0138]

[0139] Among them, h cg For the height of the center of gravity, L = l f +l r a is the distance between the front and rear wheels. x For longitudinal acceleration, a y This is lateral acceleration.

[0140] Therefore, the total torque generated by the braking force is shown in the following formula:

[0141]

[0142] Among them, s fl The slip ratio of the left front wheel is s. fr The slip ratio of the right front wheel is s. rl The slip ratio of the left rear wheel is s. rr This represents the slip ratio of the right rear wheel.

[0143] The MPC problem is further designed to generate the desired braking torque for each wheel. Assume the driving torque is zero: T d =0, and define The optimization problem is shown in the following equation:

[0144]

[0145] Where, δ t Let Q1 be the sampling time of the slip ratio control system, and R1 be the penalty weight matrix. The penalty weight matrix R1 can adjust the weight of each wheel to generate the desired torque, as shown in the following formula:

[0146]

[0147] in, η i As a weighting factor, The basic weights for each wheel are i∈{fl,fr,rl,rr}.

[0148] It is important to note that different torque generation configurations will have different effects on torque, η. i The parameter values ​​are shown in the table below:

[0149]

[0150] Among them, e γ This is the absolute value of the deviation between the expected yaw angle and the actual yaw angle.

[0151] Furthermore, the model of the TVC controller is designed. Using the same desired reference trajectory, the model of the TVC controller is shown in the following equation:

[0152]

[0153] The MPC problem for designing a TVC is shown in the following equation:

[0154]

[0155] The objective function comprises a weighted sum of multiple control objectives. The first term focuses on tracking the yaw rate, penalizing the difference between the predicted yaw rate and the model reference signal. The second term ensures that the traction or braking torque requested by the driver is achieved through throttle and brake inputs and remains constant throughout the prediction period. The third term restricts the rate of change of control actions to accommodate actuator bandwidth limitations and the relationship between wheel torque and friction, while maintaining the simplicity of the prediction model. If there are specific rate of action constraints, hard constraints can be added based on actuator specifications. Furthermore, M(-1|k) represents the control input applied in the last time step. The final term, by using constant slack variables, ensures that the optimization problem remains feasible throughout the prediction range.

[0156] The first constraint describes the vehicle dynamics under the TVC controller. The second and third constraints set the lower and upper limits of the input torque. The second constraint ensures that the actuator operates within its safe range, while the third constraint prevents excessive tire slippage. The maximum torque can be calculated based on the lateral force estimated using the friction ellipse relationship under current conditions.

[0157]

[0158] The fourth constraint prevents the vehicle from entering unsafe configurations.

[0159] Based on the aforementioned models of the ESC controller and TVC controller, the vehicle's operating mode can be determined according to the desired yaw rate and desired sideslip angle. Based on this operating mode, the initial weight allocation for the electronic stability controller and torque vector controller can be determined. This method allows for the determination of corresponding initial weight allocation based on the actual conditions of the vehicle, making it more widely adaptable to various complex scenarios.

[0160] When the desired yaw rate and desired sideslip angle are within the first range, the vehicle's operating mode is determined to be emergency braking mode. The first range is defined as the absolute value of the desired yaw rate being greater than a preset first yaw rate threshold (denoted as γ). max ), or the absolute value of the expected centroid sideslip angle is greater than the preset first centroid sideslip angle threshold (denoted as β). max The specific values ​​of the first yaw rate threshold and the first centroid sideslip angle threshold can be flexibly set according to the actual situation. For example, the first yaw rate threshold can be set to 0.08 to 0.12 rad / s, and the first centroid sideslip angle threshold can be set to 3° to 5°.

[0161] Based on the emergency braking mode, the initial allocation weights of the electronic stability controller and the torque vector controller can be determined. The initial allocation weight of the electronic stability controller is greater than that of the torque vector controller. The specific value of the initial allocation weight can be flexibly set according to the actual situation; for example, the initial allocation weight of the electronic stability controller can be set to 0.9, and the initial allocation weight of the torque vector controller can be set to 0.1.

[0162] By using the above method, when the desired yaw rate or desired center of gravity sideslip angle is large, the electronic stability controller can be assigned a larger initial weight than the torque vector controller, thereby increasing the intervention ratio of the electronic stability controller and achieving better vehicle stability control.

[0163] When the desired yaw rate and desired sideslip angle are within the second range, the vehicle's operating mode can be determined to be the operation assistance mode. The second range is defined as the range where the absolute value of the desired yaw rate is less than a preset second yaw rate threshold, and the absolute value of the desired sideslip angle is less than a preset second sideslip angle threshold. The second yaw acceleration threshold is less than the first yaw acceleration threshold; the second sideslip angle threshold is less than the first sideslip angle threshold. The specific values ​​of the second yaw rate threshold and the second sideslip angle threshold can be flexibly set according to actual conditions. For example, the second yaw rate threshold can be set to half of the first yaw rate threshold (i.e., 0.5γ). max The second centroid sideslip angle threshold can be set to half of the first centroid sideslip angle threshold (i.e., 0.5β). max ).

[0164] Based on the operation assistance mode, the second initial allocation weights of the electronic stability controller and the torque vector controller can be determined. The second initial allocation weight of the electronic stability controller is less than that of the torque vector controller. The specific value of the second initial allocation weight can be flexibly set according to the actual situation; for example, the second initial allocation weight of the electronic stability controller can be set to 0.1, and the second initial allocation weight of the torque vector controller can be set to 0.9.

[0165] Using the above method, when the desired yaw rate and desired center of gravity sideslip angle are small, the electronic stability controller can be assigned an initial weight that is smaller than that of the torque vector controller, thereby reducing the intervention ratio of the electronic stability controller and avoiding a decrease in vehicle speed while ensuring safety.

[0166] When the desired yaw rate and desired sideslip angle are within the third range, the vehicle's operating mode can be determined to be the anti-instability mode. The third range refers to all ranges other than the first and second ranges.

[0167] Based on the anti-instability mode, the third initial allocation weights of the electronic stability controller and the torque vector controller can be determined. The third initial allocation weight of the electronic stability controller is equal to the third initial allocation weight of the torque vector controller. The specific value of the third initial allocation weight can be flexibly set according to the actual situation. For example, the third initial allocation weight of both the electronic stability controller and the torque vector controller can be set to 0.5.

[0168] Using the above method, the electronic stability controller and torque vector controller can be assigned similar initial weights under other values ​​of desired yaw rate and desired centroid sideslip angle, so that neither has obvious bias and is more conducive to their coordinated operation.

[0169] As an example, the table below shows the possible values ​​for the initial weight assignments under various different conditions:

[0170]

[0171] Where μ1 and μ2 are the assigned weights of ESC and TVC in the joint optimization problem, respectively, and the assigned weights can be adaptively changed through Pareto optimality during the control process.

[0172] Step S104: Based on the initial weight allocation, perform adaptive weight cooperative iterative optimization on the electronic stability controller and the torque vector controller to obtain the desired braking torque of the electronic stability controller and the desired driving torque of the torque vector controller.

[0173] like Figure 3 As shown, step S104 may specifically include the following process:

[0174] Step S1041: Determine the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller based on the current weight allocation.

[0175] The initial value of the currently assigned weight is the initial assigned weight.

[0176] In the embodiments of this application, the first objective function J of the model predictive control problem of the electronic stability controller can be determined respectively. esc (k), and the second objective function J for determining the model predictive control problem of the torque vector controller. tvc (k). Based on the current weight allocation, the first objective function and the second objective function can be weighted and summed to obtain the objective function J(k) of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller, as shown in the following equation:

[0177] J(k) = μ1J esc (k)+μ2J tvc (k)

[0178] The above method can integrate the objective functions of the electronic stability controller and the torque vector controller to obtain the objective function of the coordinated distributed optimization problem of the two, which facilitates the coordinated iterative optimization of the electronic stability controller and the torque vector controller.

[0179] Step S1042: Based on the objective function, determine the first coordinated distributed optimization problem corresponding to the electronic stability controller and the second coordinated distributed optimization problem corresponding to the torque vector controller.

[0180] The objective functions of both the ESC controller and the TVC controller are defined as J(k), and their constraints are the same as those in the ESC controller and TVC controller described above.

[0181] The first coordinated distributed optimization problem corresponding to the ESC controller As shown in the following formula:

[0182]

[0183] The second coordinated distributed optimization problem corresponding to the TVC controller As shown in the following formula:

[0184]

[0185] In this embodiment of the application, the solution result of the first coordinated distributed optimization problem can be recorded as the first solution result, and the solution result of the second coordinated distributed optimization problem can be recorded as the second solution result. This is the first solution result from the previous round of collaborative iterative optimization. This is the second solution result from the previous round of collaborative iterative optimization.

[0186] Step S1043: Solve the first coordinated distributed optimization problem and the second coordinated distributed optimization problem respectively to obtain the first solution result and the second solution result of this round of coordinated iterative optimization.

[0187] The ESC controller and TVC controller solve a cooperative distributed optimization problem to control variables. and The solution is updated to obtain the latest result. During this round of collaborative iterative optimization, the control variables of another controller from the previous round of collaborative iterative optimization can be used. and As assumed neighbor control variables, the first coordinated distributed optimization problem can be solved based on the second solution result of the previous round of coordinated iterative optimization, yielding the first solution result of the current round of coordinated iterative optimization. Similarly, the second coordinated distributed optimization problem can be solved based on the first solution result of the previous round of coordinated iterative optimization, yielding the second solution result of the current round of coordinated iterative optimization. After completing the solution, each controller can pass the solution result of the current round of coordinated iterative optimization to another controller for the next round of coordinated iterative optimization.

[0188] Using the above method, the electronic stability controller and the torque vector controller can solve their own problems in the current round of collaborative iterative optimization based on the solution results of each other in the previous round of collaborative iterative optimization, thereby realizing interactive solution between the electronic stability controller and the torque vector controller.

[0189] Step S1044: Determine whether the first and second solution results of this round of collaborative iterative optimization satisfy the Pareto optimality condition.

[0190] If the first and second solutions in this round of collaborative iterative optimization do not satisfy the Pareto optimality condition, step S1045 can be executed. If the first and second solutions in this round of collaborative iterative optimization satisfy the Pareto optimality condition, step S1046 can be executed.

[0191] Step S1045: Update the current allocation weights based on the first and second solution results of this round of collaborative iterative optimization to obtain the new current allocation weights.

[0192] In this embodiment, the current assigned weights μ1 and μ2 can be iteratively updated by finding the Pareto optimal method to obtain the new current assigned weights. After updating the current assigned weights, the next round of iterative optimization can continue, i.e., returning to step S1041 and its subsequent steps.

[0193] Step S1046: Determine the desired braking torque and desired driving torque based on the first and second solution results of this round of collaborative iterative optimization.

[0194] Under the condition of Pareto optimality, the first solution result of this round of collaborative iterative optimization can be determined as the desired braking torque, and the second solution result of this round of collaborative iterative optimization can be determined as the desired driving torque.

[0195] Using the above method, the coordinated distributed optimization problems corresponding to the electronic stability controller and the torque vector controller can be determined respectively. Through continuous iterative optimization, the Pareto optimality condition is met, thereby obtaining more accurate solution results.

[0196] Step S105: Perform vehicle stability control based on the desired braking torque and desired driving torque.

[0197] In this embodiment, the vehicle's hydraulic brake actuator can be controlled to brake the vehicle according to the desired braking torque, and the vehicle's motor can be controlled to drive the vehicle according to the desired driving torque.

[0198] Using the above methods, braking and driving control of the vehicle can be achieved through the corresponding underlying actuators, thereby obtaining better vehicle stability control.

[0199] In summary, this application embodiment obtains the front wheel steering angle and longitudinal velocity of the vehicle; based on the front wheel steering angle and longitudinal velocity, it determines the vehicle's desired yaw rate and desired sideslip angle; based on the desired yaw rate and desired sideslip angle, it determines the initial weight allocation for the electronic stability controller and torque vector controller; based on the initial weight allocation, it performs adaptive weight cooperative iterative optimization of the electronic stability controller and torque vector controller to obtain the desired braking torque of the electronic stability controller and the desired driving torque of the torque vector controller; and it performs vehicle stability control based on the desired braking torque and desired driving torque. Through this application embodiment, the electronic stability controller and torque vector controller can be comprehensively utilized for coordinated vehicle control, achieving an integrated combination of braking and driving, thereby achieving better vehicle stability control performance.

[0200] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0201] Corresponding to the vehicle stability control method in the above embodiments, Figure 4 This diagram illustrates a structural diagram of one embodiment of a vehicle stability control device provided in this application.

[0202] In this embodiment, a vehicle stability control device may include:

[0203] The vehicle motion state acquisition module 401 is used to acquire the front wheel steering angle and longitudinal velocity of the vehicle.

[0204] The stability parameter determination module 402 is used to determine the vehicle's desired yaw rate and desired center of gravity sideslip angle based on the front wheel steering angle and longitudinal speed.

[0205] The initial weight allocation determination module 403 is used to determine the initial weight allocation of the electronic stability controller and the torque vector controller based on the desired yaw rate and the desired center of mass sideslip angle.

[0206] The collaborative iterative optimization module 404 is used to perform adaptive weight collaborative iterative optimization of the electronic stability controller and the torque vector controller based on the initial weight allocation, so as to obtain the expected braking torque of the electronic stability controller and the expected driving torque of the torque vector controller.

[0207] The vehicle stability control module 405 is used to perform vehicle stability control based on the desired braking torque and the desired driving torque.

[0208] In one specific implementation of this application embodiment, the collaborative iterative optimization module may include:

[0209] The objective function determination unit is used to determine the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller based on the current assigned weights; wherein, the initial value of the current assigned weights is the initial assigned weights;

[0210] The optimization problem determination unit is used to determine, based on the objective function, the first coordinated distributed optimization problem corresponding to the electronic stability controller and the second coordinated distributed optimization problem corresponding to the torque vector controller;

[0211] The optimization problem-solving unit is used to solve the first coordinated distributed optimization problem and the second coordinated distributed optimization problem respectively, and obtain the first solution result and the second solution result of this round of coordinated iterative optimization.

[0212] The weight allocation update unit is used to update the current weight allocation based on the first and second solution results of the current round of collaborative iterative optimization when the first and second solution results do not meet the Pareto optimality condition, so as to obtain the new current weight allocation and continue to the next round of iterative optimization.

[0213] The torque determination unit is used to determine the desired braking torque and desired driving torque based on the first and second solution results of the current round of collaborative iterative optimization, provided that the first and second solution results of the current round of collaborative iterative optimization satisfy the Pareto optimal condition.

[0214] In one specific implementation of this application, the optimization problem solving unit can be specifically used to: solve the first coordinated distributed optimization problem based on the second solution result of the previous round of coordinated iterative optimization to obtain the first solution result of the current round of coordinated iterative optimization; and solve the second coordinated distributed optimization problem based on the first solution result of the previous round of coordinated iterative optimization to obtain the second solution result of the current round of coordinated iterative optimization.

[0215] In one specific implementation of this application, the objective function determination unit can be specifically used to: determine a first objective function for the model predictive control problem of the electronic stability controller; determine a second objective function for the model predictive control problem of the torque vector controller; and, based on the currently allocated weights, perform a weighted summation of the first and second objective functions to obtain the objective function for the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller.

[0216] In one specific implementation of this application embodiment, the initial weight allocation determination module may include:

[0217] The operating mode determination unit is used to determine the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle.

[0218] The initial weight allocation determination unit is used to determine the initial weight allocation of the electronic stability controller and the torque vector controller according to the operating mode.

[0219] In one specific implementation of this application embodiment, the working mode determination unit can be specifically used to: determine the vehicle's working mode as emergency braking mode when the desired yaw rate and the desired center of gravity sideslip angle are within a first interval range; wherein, the first interval range is the interval range where the absolute value of the desired yaw rate is greater than a preset first yaw rate threshold, or the absolute value of the desired center of gravity sideslip angle is greater than a preset first center of gravity sideslip angle threshold.

[0220] Accordingly, the initial allocation weight determination unit can be specifically used to: determine the first initial allocation weights of the electronic stability controller and the torque vector controller according to the emergency braking mode; wherein the first initial allocation weight of the electronic stability controller is greater than the first initial allocation weight of the torque vector controller.

[0221] In one specific implementation of this application embodiment, the operating mode determination unit can be specifically used to: determine the vehicle's operating mode as an operation assistance mode when the desired yaw rate and the desired center of gravity sideslip angle are within a second interval range; wherein, the second interval range is the range in which the absolute value of the desired yaw rate is less than a preset second yaw rate threshold, and the absolute value of the desired center of gravity sideslip angle is less than a preset second center of gravity sideslip angle threshold; the second yaw acceleration threshold is less than a first yaw acceleration threshold; and the second center of gravity sideslip angle threshold is less than a first center of gravity sideslip angle threshold.

[0222] Accordingly, the initial allocation weight determination unit can be specifically used to: determine the second initial allocation weights of the electronic stability controller and the torque vector controller according to the operation assistance mode; wherein the second initial allocation weight of the electronic stability controller is less than the second initial allocation weight of the torque vector controller.

[0223] In one specific implementation of this application embodiment, the operating mode determination unit can be specifically used to: determine the vehicle's operating mode as an anti-instability mode when the desired yaw rate and desired center of gravity sideslip angle are within a third interval range; wherein, the third interval range is any interval range other than the first interval range and the second interval range.

[0224] Accordingly, the initial allocation weight determination unit can be specifically used to: determine the third initial allocation weights of the electronic stability controller and the torque vector controller according to the anti-instability mode; wherein, the third initial allocation weight of the electronic stability controller is equal to the third initial allocation weight of the torque vector controller.

[0225] In one specific implementation of this application embodiment, the vehicle stability control module can be specifically used to: control the vehicle's hydraulic brake actuator to brake the vehicle according to the desired braking torque; and control the vehicle's motor to drive the vehicle according to the desired driving torque.

[0226] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the devices, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0227] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0228] Figure 5 A schematic block diagram of an electronic device provided in an embodiment of this application is shown. For ease of explanation, only the parts related to the embodiment of this application are shown.

[0229] like Figure 5 As shown, the electronic device 5 in this embodiment may include, but is not limited to, a processor 50, a memory 51, a sensor 52, an electronic stability controller 53, a torque vector controller 54, a hydraulic brake actuator 55, a motor 56, and a bus 57. The bus 57 may include, but is not limited to, a Controller Area Network (CAN) bus, through which the various components in the electronic device 5 can interact with each other. The electronic device 5 may also include a computer program stored in the memory 51 and executable on the processor 50. When the processor 50 executes the computer program, it implements the steps in the various vehicle stability control method embodiments described above, for example... Figure 1 Steps S101 to S105 are shown. Alternatively, when the processor 50 executes the computer program, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 4 The functions of modules 401 to 405 are shown.

[0230] For example, computer program 52 may be divided into one or more modules / units, one or more of which are stored in memory 51 and executed by processor 50 to complete this application. One or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 52 in electronic device 5.

[0231] Those skilled in the art will understand that Figure 5This is merely an example of electronic device 5 and does not constitute a limitation on electronic device 5. It may include more or fewer components than shown, or combine certain components, or different components. For example, electronic device 5 may also include input / output devices, network access devices, buses, etc.

[0232] The processor 50 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0233] The memory 51 can be an internal storage unit of the electronic device 5, such as a hard disk or RAM. The memory 51 can also be an external storage device of the electronic device 5, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory 51 can include both internal and external storage units of the electronic device 5. The memory 51 is used to store computer programs and other programs and data required by the electronic device 5. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0234] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0235] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0236] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0237] In the embodiments provided in this application, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0238] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0239] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0240] If an integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable storage medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable storage medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable storage medium does not include electrical carrier signals and telecommunication signals.

[0241] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle stability control method, characterized in that, include: Obtain the vehicle's front wheel steering angle and longitudinal velocity; Based on the front wheel steering angle and the longitudinal speed, determine the vehicle's desired yaw rate and desired center of gravity sideslip angle; The initial weight allocation for the electronic stability controller and the torque vector controller is determined based on the desired yaw rate and the desired center of mass sideslip angle. Based on the initial weight allocation, adaptive weight cooperative iterative optimization is performed on the electronic stability controller and the torque vector controller to obtain the desired braking torque of the electronic stability controller and the desired driving torque of the torque vector controller. The vehicle is stabilized based on the desired braking torque and the desired driving torque.

2. The vehicle stability control method according to claim 1, characterized in that, The step of performing adaptive weight cooperative iterative optimization on the electronic stability controller and the torque vector controller based on the initial weight allocation to obtain the desired braking torque of the electronic stability controller and the desired driving torque of the torque vector controller includes: Based on the current assigned weights, the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller is determined; wherein, the initial value of the current assigned weights is the initial assigned weights; Based on the objective function, a first coordinated distributed optimization problem corresponding to the electronic stability controller and a second coordinated distributed optimization problem corresponding to the torque vector controller are determined. The first coordinated distributed optimization problem and the second coordinated distributed optimization problem are solved respectively to obtain the first solution result and the second solution result of this round of coordinated iterative optimization; If the first and second solutions of this round of collaborative iterative optimization do not satisfy the Pareto optimality condition, the current assigned weights are updated based on the first and second solutions of this round of collaborative iterative optimization to obtain new current assigned weights, and the next round of iterative optimization continues. If the first and second solution results of this round of collaborative iterative optimization satisfy the Pareto optimality condition, the desired braking torque and the desired driving torque are determined based on the first and second solution results of this round of collaborative iterative optimization.

3. The vehicle stability control method according to claim 2, characterized in that, The steps involve solving the first coordinated distributed optimization problem and the second coordinated distributed optimization problem respectively to obtain the first and second solution results of this round of coordinated iterative optimization, including: Based on the second solution result of the previous round of collaborative iterative optimization, the first coordinated distributed optimization problem is solved to obtain the first solution result of this round of collaborative iterative optimization; Based on the first solution result of the previous round of collaborative iterative optimization, the second coordinated distributed optimization problem is solved to obtain the second solution result of this round of collaborative iterative optimization.

4. The vehicle stability control method according to any one of claims 2 to 3, characterized in that, Based on the current weight allocation, determine the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller, including: Determine the first objective function of the model predictive control problem of the electronic stability controller; Determine the second objective function of the model predictive control problem of the torque vector controller; Based on the current weight allocation, the first objective function and the second objective function are weighted and summed to obtain the objective function of the coordinated distributed optimization problem of the electronic stability controller and the torque vector controller.

5. The vehicle stability control method according to any one of claims 1 to 4, characterized in that, The step of determining the initial weight allocation for the electronic stability controller and the torque vector controller based on the desired yaw rate and the desired sideslip angle includes: The operating mode of the vehicle is determined based on the desired yaw rate and the desired sideslip angle. Based on the operating mode, the initial weight allocation for the electronic stability controller and the torque vector controller is determined.

6. The vehicle stability control method according to claim 5, characterized in that, The step of determining the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle includes: When the desired yaw rate and the desired center of gravity sideslip angle are within a first range, the vehicle's operating mode is determined to be emergency braking mode; wherein, the first range is the range in which the absolute value of the desired yaw rate is greater than a preset first yaw rate threshold, or the absolute value of the desired center of gravity sideslip angle is greater than a preset first center of gravity sideslip angle threshold. Accordingly, determining the initial weight allocation for the electronic stability controller and the torque vector controller based on the operating mode includes: Based on the emergency braking mode, a first initial allocation weight is determined for the electronic stability controller and the torque vector controller; wherein the first initial allocation weight of the electronic stability controller is greater than the first initial allocation weight of the torque vector controller.

7. The vehicle stability control method according to claim 6, characterized in that, The step of determining the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle includes: When the desired yaw rate and the desired sideslip angle are within a second range, the vehicle's operating mode is determined to be an operation assistance mode; wherein, the second range is the range in which the absolute value of the desired yaw rate is less than a preset second yaw rate threshold, and the absolute value of the desired sideslip angle is less than a preset second sideslip angle threshold; the second yaw acceleration threshold is less than the first yaw acceleration threshold; the second sideslip angle threshold is less than the first sideslip angle threshold; Accordingly, determining the initial weight allocation for the electronic stability controller and the torque vector controller based on the operating mode includes: Based on the operation assistance mode, a second initial allocation weight is determined for the electronic stability controller and the torque vector controller; wherein the second initial allocation weight of the electronic stability controller is less than the second initial allocation weight of the torque vector controller.

8. The vehicle stability control method according to claim 7, characterized in that, The step of determining the vehicle's operating mode based on the desired yaw rate and the desired sideslip angle includes: When the desired yaw rate and the desired center-of-gravity sideslip angle are within the third interval range, the vehicle's operating mode is determined to be an anti-instability mode; wherein, the third interval range is any interval range other than the first interval range and the second interval range. Accordingly, determining the initial weight allocation for the electronic stability controller and the torque vector controller based on the operating mode includes: Based on the anti-instability mode, a third initial allocation weight is determined for the electronic stability controller and the torque vector controller; wherein the third initial allocation weight of the electronic stability controller is equal to the third initial allocation weight of the torque vector controller.

9. The vehicle stability control method according to any one of claims 1 to 8, characterized in that, The method of stabilizing the vehicle based on the desired braking torque and the desired driving torque includes: The hydraulic brake actuator of the vehicle is controlled to brake the vehicle according to the desired braking torque; The vehicle's motor is controlled to drive the vehicle according to the desired drive torque.

10. A vehicle stability control device, characterized in that, include: The vehicle motion state acquisition module is used to acquire the front wheel steering angle and longitudinal velocity of the vehicle; The stability parameter determination module is used to determine the desired yaw rate and desired center of gravity sideslip angle of the vehicle based on the front wheel steering angle and the longitudinal speed. The initial weight allocation determination module is used to determine the initial weight allocation of the electronic stability controller and the torque vector controller based on the desired yaw rate and the desired center of mass sideslip angle. The collaborative iterative optimization module is used to perform adaptive weight collaborative iterative optimization on the electronic stability controller and the torque vector controller based on the initial weight allocation, so as to obtain the desired braking torque of the electronic stability controller and the desired driving torque of the torque vector controller. A vehicle stability control module is used to perform stability control on the vehicle based on the desired braking torque and the desired driving torque.

11. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle stability control method as described in any one of claims 1 to 9.

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

13. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle stability control method as described in any one of claims 1 to 9.

Images