Vehicle stability control method and device, electronic equipment and storage medium

Abstract

The application relates to a vehicle stability control method and device, electronic equipment and a storage medium, and particularly relates to the technical field of vehicle control. The method comprises the following steps: acquiring state data, motor data and surrounding environment data of a vehicle; determining target required resistances of wheels of the vehicle according to the state data, the motor data and the surrounding environment data; determining a slip control strategy of the vehicle based on the target required resistances of the wheels of the vehicle; and controlling the vehicle according to the slip control strategy to realize vehicle stability control. The state data, the motor data and the surrounding environment data of the vehicle are acquired, the target required resistances of the wheels of the vehicle are determined, and the slip control strategy is generated, so that the problem of insufficient or interrupted motor resistance output is solved, and the driving stability and controllability of the vehicle are improved.

Description

Technical Field

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

[0002] During vehicle operation, vehicle stability control is a crucial aspect of ensuring driving safety and passenger comfort. In coasting conditions, resistance is typically applied to the vehicle to achieve stability control. Current technologies generally employ a drive motor that outputs negative torque, using the motor to drag the vehicle and provide resistance, thus achieving vehicle stability control during coasting.

[0003] However, in some situations, existing methods that rely on motors to provide resistance to the vehicle are insufficient for stable vehicle control during coasting. For example, in some cases, the motor's output resistance is insufficient or interrupted, failing to provide the necessary resistance for stable vehicle control, thus hindering stable vehicle control during coasting. Summary of the Invention

[0004] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this application provides a vehicle stability control method, device, electronic device and storage medium.

[0005] In a first aspect, this application provides a vehicle stability control method, including: Acquire vehicle status data, motor data, and surrounding environment data; Based on the status data, the power motor data, and the surrounding environment data, the target required resistance of each wheel of the vehicle is determined; Based on the target required resistance of each wheel of the vehicle, the coasting fluid replenishment control strategy of the vehicle is determined. The vehicle is controlled according to the described coasting fluid replenishment control strategy to achieve stable vehicle control.

[0006] In a further optional implementation, the state data includes vehicle speed, attitude data, and mass; The step of determining the target required resistance for each wheel of the vehicle based on the state data, the power motor data, and the surrounding environment data includes: Based on the vehicle speed and the mass, determine the total required resistance of the vehicle; Based on the attitude data, the distribution ratio of each wheel of the vehicle is determined; Based on the power motor data, determine the power motor resistance of the vehicle; Based on the surrounding environmental data, the mass, and the distribution ratio of each wheel of the vehicle, the boundary resistance of each wheel of the vehicle is determined. By combining the total required resistance of the vehicle, the resistance of the power motor, the distribution ratio of each wheel of the vehicle, and the boundary resistance of each wheel of the vehicle, the target required resistance of each wheel of the vehicle is determined.

[0007] In a further optional implementation, determining the total required drag of the vehicle based on the vehicle speed and the mass includes: Obtain the preset deceleration mapping relationship, as well as user profile and weather type; Based on the preset deceleration mapping relationship, the demand deceleration corresponding to the speed, the user profile, and the weather type is determined. Multiplying the required deceleration by the mass yields the total required drag of the vehicle.

[0008] In a further optional implementation, the attitude data includes front axle load percentage, rear axle load percentage, wheelbase, track width, center of gravity height, longitudinal acceleration, and lateral acceleration; Determining the wheel allocation ratio of the vehicle based on the attitude data includes: Based on the longitudinal acceleration, the center of mass height, and the wheelbase, the longitudinal variable load ratio is obtained; Based on the aforementioned front axle load percentage, rear axle load percentage, and longitudinal variation load ratio, the front axle relative load ratio and rear axle relative load ratio are obtained. Based on the lateral acceleration, the center of mass height, and the wheelbase, the lateral variable load ratio is obtained; By combining the relative load ratio of the front axle, the relative load ratio of the rear axle, and the lateral load variation ratio, the distribution ratio of each wheel of the vehicle is obtained.

[0009] In a further optional implementation, obtaining the longitudinal variable load ratio based on the longitudinal acceleration, the center of mass height, and the wheelbase includes: Multiply the longitudinal acceleration by the centroid height to obtain the longitudinal centroid product; multiply the gravitational acceleration by the wheelbase to obtain the gravitational wheelbase product; divide the longitudinal centroid product by the gravitational wheelbase product to obtain the longitudinal variable load ratio. The process of obtaining the relative load ratio of the front axle and the relative load ratio of the rear axle based on the front axle load percentage, the rear axle load percentage, and the longitudinal variation load ratio includes: Subtracting the longitudinal variation load ratio from the front axle load percentage yields the front axle relative load ratio; Adding the rear axle load percentage to the longitudinal variation load ratio yields the rear axle relative load ratio; The process of obtaining the lateral variable load ratio based on the lateral acceleration, the center of mass height, and the wheelbase includes: Multiply the lateral acceleration by the center of mass height to obtain the lateral center of mass product; divide the lateral center of mass product by the gravitational axis distance product to obtain the lateral variable load ratio; The method of combining the front axle relative load ratio, the rear axle relative load ratio, and the lateral load variation ratio to obtain the distribution ratio of each wheel of the vehicle includes: Subtracting the lateral load ratio from the preset ratio of the front axle relative load ratio yields the front axle left wheel relative load ratio; adding the lateral load ratio to the preset ratio of the front axle relative load ratio yields the front axle right wheel relative load ratio. Subtracting the lateral load ratio from the rear axle relative load ratio at a preset ratio yields the rear axle left wheel relative load ratio; adding the lateral load ratio to the rear axle relative load ratio at a preset ratio yields the rear axle right wheel relative load ratio. The total relative load ratio of the wheels is obtained by adding the relative load ratios of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel. The relative load ratios of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel are successively divided by the total relative load ratio of the wheels to obtain the distribution ratio of each wheel of the vehicle.

[0010] In a further optional implementation, the power motor data includes motor output torque, motor transmission ratio, motor transmission efficiency, and wheel rolling radius; Determining the resistance of the vehicle's power motor based on the power motor data includes: The equivalent braking torque of the motor is obtained by multiplying the output torque of the motor, the transmission ratio of the motor, and the transmission efficiency of the motor in sequence; the equivalent braking torque of the motor is then divided by the rolling radius of the wheel to obtain the resistance of the vehicle's power motor.

[0011] In a further optional implementation, determining the boundary resistance of each wheel of the vehicle based on the surrounding environmental data, the mass, and the wheel distribution ratio of the vehicle includes: Acquire the mapping relationship between surrounding environmental data and environmental type, and the mapping relationship between environmental type and drag coefficient; Based on the mapping relationship between the surrounding environment data and the environment type, the environment type corresponding to the surrounding environment data is determined; Based on the mapping relationship between the environment type and the drag coefficient, the drag coefficient corresponding to the environment type is determined; The boundary resistance of each wheel of the vehicle is obtained by multiplying the mass, the drag coefficient, the gravitational acceleration, and the distribution ratio of each wheel in sequence.

[0012] In a further optional implementation, determining the target required resistance of each wheel of the vehicle by combining the total required resistance of the vehicle, the resistance of the power motor, the distribution ratio of each wheel of the vehicle, and the boundary resistance of each wheel of the vehicle includes: Subtracting the resistance of the power motor from the total required resistance of the vehicle yields the basic required resistance of the vehicle. The basic required resistance of the vehicle is distributed according to the distribution ratio of each wheel of the vehicle to obtain the basic required resistance of each wheel. Based on the basic required resistance of each wheel and the boundary resistance of each wheel, the target required resistance of each wheel of the vehicle is obtained.

[0013] In a further optional implementation, obtaining the target required resistance of each wheel of the vehicle based on the basic required resistance of each wheel and the boundary resistance of each wheel includes: Compare the basic required resistance and corresponding boundary resistance of each wheel; If the basic required resistance of the wheel is less than or equal to the boundary resistance of the wheel, then the basic required resistance of the wheel is determined as the corresponding target required resistance. If the basic required resistance of a wheel is greater than its boundary resistance, then the boundary resistance of the wheel is determined as the corresponding target required resistance, and the remaining resistance of the wheel exceeding the boundary resistance is calculated. The remaining resistance of all wheels is redistributed to the wheels whose basic required resistance does not exceed the corresponding boundary resistance according to the distribution ratio of each wheel. The sum of the basic required resistance after wheel redistribution and the corresponding newly allocated resistance, which is less than or equal to the value of the wheel's own boundary resistance, is determined as the target required resistance of the wheel.

[0014] In a further optional implementation, determining the vehicle's coasting fluid replenishment control strategy based on the target required drag of each wheel includes: The target required resistance of each wheel is set as the hydraulic supplementary resistance of each wheel of the vehicle. Obtain the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount; based on the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount and the hydraulic replenishment resistance of each wheel of the vehicle, determine the gliding fluid replenishment amount of each wheel of the vehicle. Based on the amount of gliding fluid replenished to each wheel of the vehicle, a gliding fluid replenishment control strategy for the vehicle is generated.

[0015] Secondly, this application provides a vehicle stability control device, comprising: The data acquisition module is used to acquire vehicle status data, power motor data, and surrounding environment data; The target demand resistance determination module is used to determine the target demand resistance of each wheel of the vehicle based on the state data, the power motor data, and the surrounding environment data. A coasting fluid replenishment control strategy determination module is used to determine the coasting fluid replenishment control strategy of the vehicle based on the target required resistance of each wheel of the vehicle. The vehicle control module is used to control the vehicle according to the coasting fluid replenishment control strategy to achieve vehicle stability control.

[0016] Thirdly, this application provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor, when executing a program stored in memory, implements the vehicle stability control method described in any of the first aspects.

[0017] Fourthly, this application provides a computer-readable storage medium storing a program for a vehicle stability control method, wherein when the program for the vehicle stability control method is executed by a processor, it implements the steps of the vehicle stability control method described in any of the first aspects.

[0018] The beneficial effects of this application are: This application avoids the limitations of relying solely on motor drag to determine resistance output by acquiring vehicle status data, motor data, and surrounding environmental data. It provides comprehensive and reliable data support for subsequent resistance determination and control strategy formulation through multi-dimensional basic data, reducing resistance output mismatches caused by incomplete data considerations. Based on the status data, motor data, and surrounding environmental data, the target resistance requirement of each wheel is determined, accurately matching the resistance required for vehicle stability control under corresponding operating conditions. This effectively improves the insufficient or interrupted resistance output that can easily occur when relying solely on motor drag. Based on the target resistance requirement of each wheel, a coasting fluid replenishment control strategy is determined, providing reliable and effective control logic for abnormal motor resistance output. By controlling the vehicle according to the coasting fluid replenishment control strategy, even when the motor output resistance is insufficient or interrupted, the coasting fluid replenishment control method ensures that the vehicle obtains the resistance required for stable control, successfully achieving vehicle stability control and improving vehicle driving stability and controllability. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram illustrating the implementation process of a vehicle stability control method provided in this application embodiment; Figure 2 A schematic diagram illustrating the implementation process of a method for determining the target required resistance of each wheel of a vehicle, provided in an embodiment of this application; Figure 3 A schematic diagram illustrating the implementation process of a method for determining the wheel distribution ratio of a vehicle based on attitude data, provided in an embodiment of this application; Figure 4 A schematic diagram illustrating the implementation process of a method for determining the resistance of a vehicle's power motor based on power motor data, provided in this application embodiment; Figure 5 A schematic diagram illustrating the implementation process of a method for determining the boundary resistance of each wheel of a vehicle, provided in an embodiment of this application; Figure 6 A schematic diagram illustrating the implementation process of a method for determining the target required resistance of each wheel of a vehicle, provided in an embodiment of this application; Figure 7 A schematic diagram illustrating the implementation process of a method for obtaining the target required resistance of each wheel of a vehicle based on the basic required resistance of each wheel and the boundary resistance of each wheel, provided in this application embodiment. Figure 8 This is a schematic diagram illustrating the implementation process of a method for controlling a vehicle according to a coasting fluid replenishment control strategy, provided in an embodiment of this application. Figure 9 A structural block diagram of a vehicle stability control device provided in an embodiment of this application; Figure 10 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. 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.

[0023] In this application, vehicle stability control is performed when the vehicle is in motion, the vehicle is in a ready state, and the gear is in D or R.

[0024] like Figure 1 The diagram shown is a schematic representation of the implementation flow of the vehicle stability control method provided in this application embodiment. This method is applied to a vehicle and may specifically include the following steps: S101 acquires vehicle status data, power motor data, and surrounding environment data.

[0025] In this embodiment, vehicle status data, motor data, and surrounding environment data are acquired via a control bus. The status data includes vehicle speed, attitude data, and mass. Attitude data includes front axle load percentage, rear axle load percentage, wheelbase, track width, center of gravity height, longitudinal acceleration, and lateral acceleration. Motor data includes motor output torque, motor transmission ratio, motor transmission efficiency, and wheel rolling radius. Surrounding environment data includes at least road surface type, rainfall level, and ambient temperature. Acquiring these vehicle status data, motor data, and surrounding environment data provides comprehensive and reliable data support for subsequently determining the target required resistance of each wheel.

[0026] S102 determines the target required resistance for each wheel of the vehicle based on status data, power motor data, and surrounding environment data.

[0027] In this embodiment, the target required resistance for each wheel of the vehicle is determined based on state data, motor data, and surrounding environment data. Accurately determining the target required resistance for each wheel based on state data, motor data, and surrounding environment data allows for precise matching of the resistance required for vehicle stability control, improving upon situations where insufficient or interrupted resistance output easily occurs when relying solely on the motor's drag.

[0028] S103 determines the vehicle's coasting fluid replenishment control strategy based on the target required resistance of each wheel.

[0029] In this embodiment, a coasting fluid replenishment control strategy is determined based on the target required resistance of each wheel. This strategy provides reliable and effective control logic for situations where the drive motor's resistance output is abnormal.

[0030] S104 controls the vehicle according to the coasting fluid replenishment control strategy to achieve stable vehicle control.

[0031] In this embodiment, the vehicle is controlled according to a coasting fluid replenishment control strategy to achieve stable vehicle control. Controlling the vehicle according to this strategy ensures that the vehicle obtains sufficient resistance for stable control even when the power motor output resistance is insufficient or interrupted, thereby achieving stable vehicle control and improving the vehicle's driving stability and controllability.

[0032] This application's embodiments, by acquiring vehicle status data, power motor data, and surrounding environment data, avoid the limitations of relying solely on the single dimension of motor drag to determine resistance output. By using multi-dimensional basic data, it provides comprehensive and reliable data support for subsequent resistance determination and control strategy formulation, reducing resistance output mismatches caused by incomplete data considerations. Based on the status data, power motor data, and surrounding environment data, the target required resistance for each wheel of the vehicle is determined, accurately matching the resistance required for stable vehicle control under corresponding operating conditions. This effectively improves the insufficient or interrupted resistance output that easily occurs when relying solely on motor drag for resistance. Based on the target required resistance for each wheel, a coasting fluid replenishment control strategy is determined, providing reliable and effective control logic for operating conditions with abnormal power motor resistance output. By controlling the vehicle according to the coasting fluid replenishment control strategy, even when the power motor output resistance is insufficient or interrupted, the coasting fluid replenishment control method ensures that the vehicle obtains the resistance required for stable control, successfully achieving stable vehicle control and improving the vehicle's driving stability and controllability.

[0033] In the embodiments of this application, such as Figure 2 As shown, the specific execution steps of "determining the target required resistance of each wheel of the vehicle based on state data, power motor data, and surrounding environment data" in S102 are as follows: S201 determines the total required drag of a vehicle based on its speed and mass.

[0034] In this embodiment, the total demand resistance of the vehicle is determined based on vehicle speed and mass. Specifically, a preset deceleration mapping relationship, user profile, and weather type are obtained; based on the preset deceleration mapping relationship, the demand deceleration corresponding to speed, user profile, and weather type is determined; based on the mapping relationship between vehicle speed and demand deceleration, the demand deceleration corresponding to vehicle speed is determined; and the demand deceleration is multiplied by mass to obtain the total demand resistance of the vehicle.

[0035] In this embodiment, when determining the required deceleration, a joint lookup table is conducted by comprehensively incorporating user profiles and weather types. This combines the driving habits and preferences of different users (specifically, different user profiles) with the environmental psychological impact of the weather, resulting in an output required deceleration that matches the subjective comfort perception under corresponding vehicle speed and weather conditions. This avoids excessive deceleration during coasting, which can cause noticeable dragging and jerking, or insufficient deceleration, which can lead to a lack of deceleration sensation, thus improving the driving experience during coasting. Based on vehicle speed and mass, the total required resistance of the vehicle is determined, providing a precise total required resistance for subsequently determining the target required resistance of each wheel.

[0036] In this embodiment of the application, the preset deceleration mapping relationship is shown in Table 1:

[0037] Table 1 S202 determines the wheel distribution ratio of the vehicle based on attitude data.

[0038] In this embodiment, the wheel distribution ratio of the vehicle is determined based on attitude data. Determining the wheel distribution ratio based on attitude data enables differentiated distribution of resistance among the wheels according to the vehicle's real-time driving posture, ensuring that the resistance distribution conforms to the vehicle's actual operating conditions.

[0039] S203, based on the power motor data, determine the resistance of the vehicle's power motor.

[0040] In this embodiment, the resistance of the vehicle's power motor is determined based on the power motor data. Determining the vehicle's power motor resistance based on the power motor data allows for accurate acquisition of the actual output resistance value of the power motor, effectively meeting the needs for determining operating conditions such as insufficient or interrupted power motor resistance output.

[0041] S204 determines the boundary resistance of each wheel of the vehicle based on surrounding environmental data, mass, and the distribution ratio of each wheel.

[0042] In this embodiment, the boundary resistance of each wheel of the vehicle is determined based on surrounding environmental data, mass, and the wheel distribution ratio. Determining the boundary resistance of each wheel based on these factors allows for adaptation to different environmental conditions, limiting the upper limit of wheel resistance and preventing vehicle instability.

[0043] S205, combining the vehicle's total demand resistance, the power motor resistance, the distribution ratio of each wheel of the vehicle, and the boundary resistance of each wheel of the vehicle, determines the target demand resistance of each wheel of the vehicle.

[0044] In this embodiment, the target required resistance of each wheel of the vehicle is determined by combining the total required resistance of the vehicle, the resistance of the drive motor, the distribution ratio of each wheel, and the boundary resistance of each wheel. By accurately determining the target required resistance of each wheel, this method can precisely match the resistance required for stable vehicle control, improving upon situations where insufficient or interrupted resistance output easily occurs when relying solely on motor-driven resistance.

[0045] In the embodiments of this application, such as Figure 3 As shown, the specific execution steps of "determining the distribution ratio of each wheel of the vehicle based on attitude data" in S202 are as follows: S301, based on longitudinal acceleration, center of mass height, and wheelbase, obtains the longitudinal variable load ratio.

[0046] In this embodiment, the longitudinal variable load ratio is obtained based on longitudinal acceleration, center of gravity height, and wheelbase. Specifically, the longitudinal acceleration is multiplied by the center of gravity height to obtain the longitudinal center of gravity product; the gravitational acceleration is multiplied by the wheelbase to obtain the gravitational wheelbase product; and the longitudinal center of gravity product is divided by the gravitational wheelbase product to obtain the longitudinal variable load ratio. Obtaining the longitudinal variable load ratio based on longitudinal acceleration, center of gravity height, and wheelbase effectively reflects the longitudinal load transfer state under vehicle acceleration and deceleration conditions, providing effective data support for subsequent front and rear axle load ratio correction.

[0047] S302, based on the front axle load ratio, rear axle load ratio, and longitudinal variation load ratio, the relative load ratio of the front axle and the relative load ratio of the rear axle are obtained.

[0048] In this embodiment, the relative load ratios of the front and rear axles are obtained based on the front axle load percentage, the rear axle load percentage, and the longitudinal variation load ratio. Specifically, the relative load ratio of the front axle is obtained by subtracting the longitudinal variation load ratio from the front axle load percentage; the relative load ratio of the rear axle is obtained by adding the longitudinal variation load ratio to the rear axle load percentage. By correcting the basic load percentages of the front and rear axles using the longitudinal variation load ratio, a relative load ratio of the front and rear axles that adapts to the real-time longitudinal driving conditions of the vehicle is obtained, improving the fit of the axle load distribution of the entire vehicle.

[0049] S303, based on lateral acceleration, center of mass height, and wheelbase, yields the lateral variable load ratio.

[0050] In this embodiment, the lateral load variation ratio is obtained based on lateral acceleration, center of gravity height, and wheelbase. Specifically, the lateral acceleration is multiplied by the center of gravity height to obtain the lateral center of gravity product; the lateral center of gravity product is divided by the gravity-wheelbase product to obtain the lateral load variation ratio. Obtaining the lateral load variation ratio based on lateral acceleration, center of gravity height, and wheelbase effectively reflects the lateral load transfer characteristics under vehicle steering conditions, providing a valid basis for differentiated load distribution between the left and right wheels.

[0051] S304, combining the relative load ratio of the front axle, the relative load ratio of the rear axle, and the lateral load variation ratio, yields the distribution ratio of each wheel of the vehicle.

[0052] In this embodiment, the load distribution ratio of each wheel of the vehicle is obtained by combining the front axle relative load ratio, the rear axle relative load ratio, and the lateral load variation ratio. Specifically, the front axle relative load ratio is subtracted from the lateral load variation ratio by a preset ratio to obtain the front axle left wheel relative load ratio; the front axle relative load ratio is increased by a preset ratio (e.g., half) to obtain the front axle right wheel relative load ratio; the rear axle relative load ratio is decreased by a preset ratio (e.g., half) to obtain the rear axle left wheel relative load ratio; the rear axle relative load ratio is increased by a preset ratio to obtain the rear axle right wheel relative load ratio; the front axle left wheel relative load ratio, the front axle right wheel relative load ratio, the rear axle left wheel relative load ratio, and the rear axle right wheel relative load ratio are added together to obtain the total wheel relative load ratio; the front axle left wheel relative load ratio, the front axle right wheel relative load ratio, the rear axle left wheel relative load ratio, and the rear axle right wheel relative load ratio are divided sequentially by the total wheel relative load ratio to obtain the load distribution ratio of each wheel of the vehicle. By combining longitudinal and lateral load variation parameters to obtain the wheel distribution ratio, it can adapt to various actual driving postures of the vehicle, so that the resistance distribution of each wheel matches the actual load state of the wheel, reducing the occurrence of vehicle instability.

[0053] In the embodiments of this application, such as Figure 4 As shown, the specific execution steps of "determining the vehicle's drive motor resistance based on the drive motor data" in S203 are as follows: S401, the equivalent braking torque of the motor is obtained by multiplying the motor output torque, the motor transmission ratio and the motor transmission efficiency in sequence.

[0054] In this embodiment, the motor output torque, motor transmission ratio, and motor transmission efficiency are multiplied sequentially to obtain the equivalent braking torque of the motor. By combining the motor output torque, motor transmission ratio, and motor transmission efficiency, the equivalent braking torque of the motor is obtained, achieving an equivalent conversion from motor-end torque to transmission-end torque, and providing a reliable torque basis for the conversion of motor resistance.

[0055] S402, divide the equivalent braking torque of the motor by the wheel rolling radius to obtain the resistance of the vehicle's power motor.

[0056] In this embodiment, the equivalent braking torque of the motor is divided by the wheel rolling radius to obtain the vehicle's motor resistance. Converting the equivalent braking torque of the motor into the motor resistance of the wheels yields the actual resistance value that the motor can output, facilitating the subsequent determination of the target resistance requirements for each wheel of the vehicle.

[0057] In the embodiments of this application, such as Figure 5 As shown, the specific execution steps of "determining the boundary resistance of each wheel of the vehicle based on surrounding environmental data, mass, and the distribution ratio of each wheel" in S204 are as follows: S501, obtain the mapping relationship between surrounding environmental data and environmental type, and the mapping relationship between environmental type and drag coefficient.

[0058] In this embodiment, the mapping relationship between surrounding environmental data and environmental type, and the mapping relationship between environmental type and drag coefficient are obtained. This provides a calibration data basis for subsequently matching the corresponding drag coefficient based on the collected surrounding environmental data.

[0059] In this embodiment of the application, for example, the mapping relationship between surrounding environment data and environment type is shown in Table 2:

[0060] Table 2 In this application embodiment, for example, the mapping relationship between environment type and drag coefficient is shown in Table 3:

[0061] Table 3 S502, Based on the mapping relationship between surrounding environment data and environment type, determine the environment type corresponding to the surrounding environment data.

[0062] In this embodiment, the environment type corresponding to the surrounding environment data is determined based on the mapping relationship between surrounding environment data and environment type. By relying on this mapping relationship, the matching and identification of surrounding environment data to environment type is completed, thus achieving an objective determination of the vehicle's current driving environment.

[0063] S503, based on the mapping relationship between environment type and drag coefficient, determines the drag coefficient corresponding to the environment type.

[0064] In this embodiment, the drag coefficient corresponding to the environment type is determined based on the mapping relationship between environment type and drag coefficient. A suitable drag coefficient is obtained by matching the environment type and drag coefficient according to the mapping relationship, providing environmental-dimensional data support for determining the boundary resistance of each wheel of the vehicle.

[0065] S504, by multiplying the mass, drag coefficient, gravitational acceleration and the distribution ratio of each wheel of the vehicle in sequence, the boundary drag of each wheel of the vehicle is obtained.

[0066] In this embodiment, the boundary resistance of each wheel of the vehicle is obtained by multiplying the mass, drag coefficient, gravitational acceleration, and the distribution ratio of each wheel in sequence. Using the mass, drag coefficient, gravitational acceleration, and the distribution ratio of each wheel to obtain the boundary resistance of each wheel provides an upper limit constraint on the wheel resistance for determining the target required resistance of each wheel.

[0067] In the embodiments of this application, such as Figure 6 As shown, the specific execution steps of "determining the target demand resistance of each wheel of the vehicle by combining the total demand resistance of the vehicle, the resistance of the power motor, the distribution ratio of each wheel of the vehicle, and the boundary resistance of each wheel of the vehicle" in S205 are as follows: S601, subtract the motor resistance from the total required resistance of the vehicle to obtain the basic required resistance of the vehicle.

[0068] In this embodiment, the vehicle's basic resistance requirement is obtained by subtracting the motor resistance from the vehicle's total resistance requirement. The difference between the total resistance requirement and the motor resistance determines the basic resistance requirement, clarifying the resistance value that the motor cannot provide, thus providing a benchmark for vehicle resistance allocation.

[0069] S602 distributes the basic resistance demand of the vehicle according to the distribution ratio of each wheel of the vehicle to obtain the basic resistance demand of each wheel.

[0070] In this embodiment, the basic required resistance of the vehicle is distributed according to the distribution ratio of each wheel to obtain the basic required resistance of each wheel. The basic required resistance of the vehicle is then broken down according to the distribution ratio of each wheel to obtain the basic required resistance of each wheel that matches the load distribution.

[0071] S603, based on the basic required resistance of each wheel and the boundary resistance of each wheel, obtains the target required resistance of each wheel of the vehicle.

[0072] In this embodiment, the target required resistance of each wheel is obtained based on the basic required resistance and the boundary resistance of each wheel. By combining the basic required resistance and the boundary resistance of each wheel, the target required resistance of each wheel is determined to ensure that the wheel-end resistance does not exceed the upper limit of the road surface's load-bearing capacity, thus meeting the vehicle stability control requirements.

[0073] In the embodiments of this application, such as Figure 7As shown, the specific execution steps of S603, "Based on the basic required resistance of each wheel and the boundary resistance of each wheel, obtain the target required resistance of each wheel of the vehicle," are as follows: S701, compare the basic required resistance and corresponding boundary resistance of each wheel.

[0074] In this embodiment, the basic required resistance of each wheel is compared with its corresponding boundary resistance. The comparison and judgment of the basic required resistance of each wheel with its corresponding boundary resistance is completed to identify whether the basic required resistance of each wheel exceeds the boundary resistance limit.

[0075] S702, if the basic required resistance of the wheel is less than or equal to the boundary resistance of the wheel, then the basic required resistance of the wheel is determined as the corresponding target required resistance.

[0076] In this embodiment, if the basic required resistance of a wheel is less than or equal to the boundary resistance of the wheel, then the basic required resistance of the wheel is determined as the corresponding target required resistance. For wheels whose basic required resistance does not exceed the limit, the target required resistance is directly determined, and the wheel resistance obtained from the initial allocation is retained.

[0077] S703, if the basic required resistance of the wheel is greater than the boundary resistance of the wheel, then the boundary resistance of the wheel is determined as the corresponding target required resistance, and the remaining resistance of the wheel beyond the boundary resistance is calculated.

[0078] In this embodiment, if the basic required resistance of a wheel is greater than its boundary resistance, the boundary resistance of the wheel is determined as the corresponding target required resistance, and the remaining resistance of the wheel exceeding the boundary resistance is calculated. For wheels whose basic required resistance exceeds the limit, the boundary resistance is used as the target required resistance, and the remaining resistance generated by the excess is statistically analyzed for subsequent resistance redistribution processing.

[0079] S704: All remaining resistances corresponding to all wheels are redistributed to wheels whose basic demand resistance does not exceed their corresponding boundary resistances according to the distribution ratio of each wheel. The sum of the basic demand resistances after wheel redistribution and the corresponding newly allocated resistances, which is less than or equal to the value of the wheel's own boundary resistance, is determined as the target demand resistance of the wheel.

[0080] In this embodiment, the remaining resistance corresponding to all wheels is redistributed to wheels whose basic resistance requirement does not exceed their corresponding boundary resistance according to the wheel allocation ratio. The sum of the basic resistance requirement after wheel redistribution and the corresponding newly allocated resistance, which is less than or equal to the wheel's own boundary resistance, is determined as the target resistance requirement of the wheel. This secondary redistribution of remaining resistance to wheels whose basic resistance requirement does not exceed their corresponding boundary resistance strictly controls the total resistance of each wheel to not exceed its own boundary resistance, fully utilizes the resistance margin that each wheel can bear, meets the overall vehicle resistance requirement while avoiding the resistance of a single wheel exceeding the limit, reduces the risk of wheel slippage, and improves the driving stability of the vehicle under coasting conditions.

[0081] In the embodiments of this application, such as Figure 8 As shown, the specific execution steps of S104 "controlling the vehicle according to the coasting fluid replenishment control strategy to achieve vehicle stability control" are as follows: S801 sets the target required resistance of each wheel as the hydraulic supplementary resistance of each wheel of the vehicle.

[0082] In this embodiment of the application, the wheel resistance requirement is converted into hydraulic replenishment resistance, providing basic data for determining the fluid replenishment during coasting.

[0083] S802, obtain the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount, and determine the gliding fluid replenishment amount for each wheel of the vehicle based on the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount and the hydraulic replenishment resistance of each wheel of the vehicle.

[0084] In this embodiment, the vehicle pre-stores a mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount. This mapping relationship is retrieved from the vehicle's storage. Based on this mapping relationship and the hydraulic replenishment resistance of each wheel, the gliding fluid replenishment amount for each wheel is determined. By relying on the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount, the conversion from hydraulic replenishment resistance to gliding fluid replenishment amount is completed, resulting in hydraulic execution data that matches the wheel resistance requirements, providing a quantitative basis for control strategy generation.

[0085] The mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount is determined experimentally for each vehicle. Specifically, for each target vehicle, under standardized bench or road test conditions, the input value of hydraulic replenishment resistance is gradually adjusted, and gliding fluid replenishment amount response data under the corresponding conditions is collected simultaneously. This constructs a discrete mapping point set with hydraulic replenishment resistance as the independent variable and gliding fluid replenishment amount as the dependent variable. Based on this, a preset interpolation or fitting algorithm is used to process this point set, ultimately forming a mapping relationship unique to that vehicle. This provides a high-precision benchmark for subsequent gliding fluid control.

[0086] S803 generates a coasting fluid replenishment control strategy for the vehicle based on the amount of coasting fluid replenished to each wheel.

[0087] In this embodiment, a vehicle coasting fluid replenishment control strategy is generated based on the amount of coasting fluid replenished to each wheel. An executable control strategy is formed based on the corresponding amount of coasting fluid to each wheel, enabling precise regulation of wheel hydraulic fluid replenishment and supporting stable control of the vehicle during coasting.

[0088] In this embodiment of the application, if the basic demand resistance of the vehicle is less than the basic demand resistance threshold, the vehicle stability control is discontinued.

[0089] Another vehicle stability control method provided in this application is as follows: When the vehicle is in motion, in a ready state, and in Drive (D) gear, vehicle stability control is activated. The vehicle acquires status data, motor data, and surrounding environmental data via the control bus. In this example, the user profile is of standard type, the weather type is light rain, the acquired vehicle speed is 50 km / h, and the vehicle mass is 2100 kg. In the attitude data, the front axle load percentage is 0.48, the rear axle load percentage is 0.52, the wheelbase is 2.9 meters, the center of gravity height is 0.62 meters, the longitudinal acceleration is 1.2 m / s², and the lateral acceleration is 0.8 m / s². The motor output torque data is... The motor has a torque of 180 Nm, a transmission ratio of 9.2, a transmission efficiency of 0.94, and a wheel rolling radius of 0.34 meters. The surrounding environmental data shows a rainfall level of light rain, an ambient temperature of 18℃, and a road surface type of wet asphalt pavement.

[0090] Based on a preset deceleration mapping relationship, the vehicle performs a joint lookup using vehicle speed, user profile, and weather type. The speed range corresponding to 50 km / h is (40, 60) km / h. The user profile is of standard type, and the weather type is light rain. The corresponding required deceleration is determined to be 0.32 m / s². Multiplying the required deceleration by the mass yields a total required drag of 672 N. By comprehensively incorporating user profile and weather type into the joint lookup, the required deceleration aligns with the subjective comfort perception of a standard user in light rain conditions. The coasting deceleration process is more linear and smooth, avoiding both excessive drag and jerkiness due to overly strong deceleration, and insufficient deceleration due to underlying deceleration. Simultaneously, matching with the vehicle speed range ensures that the vehicle maintains a deceleration consistent with driving expectations at different coasting speeds, reducing abruptness caused by speed changes and improving ride comfort and driving smoothness during coasting.

[0091] The vehicle calculates the load distribution ratio for each wheel based on its attitude data. The longitudinal acceleration is multiplied by the center of gravity height to obtain the longitudinal center of gravity product; the gravitational acceleration is multiplied by the wheelbase to obtain the gravitational wheelbase product; the longitudinal center of gravity product is divided by the gravitational wheelbase product to obtain the longitudinal variable load ratio. The front axle load percentage is subtracted from the longitudinal variable load ratio to obtain the front axle relative load ratio; the rear axle load percentage is added to the longitudinal variable load ratio to obtain the rear axle relative load ratio. The lateral acceleration is multiplied by the center of gravity height to obtain the lateral center of gravity product; the lateral center of gravity product is divided by the gravitational wheelbase product to obtain the lateral variable load ratio. A preset ratio of 50% is taken; the 50% front axle relative load ratio is subtracted from the lateral variable load ratio to obtain the front axle left wheel relative load ratio; the 50% front axle relative load ratio is added to the lateral variable load ratio to obtain the front axle right wheel relative load ratio. For the load ratio, subtract the lateral load ratio from half of the rear axle relative load ratio to obtain the rear axle left wheel relative load ratio. Add half of the rear axle relative load ratio to the lateral load ratio to obtain the rear axle right wheel relative load ratio. Add the front axle left wheel relative load ratio, front axle right wheel relative load ratio, rear axle left wheel relative load ratio, and rear axle right wheel relative load ratio to obtain the total wheel relative load ratio. Divide the front axle left wheel relative load ratio, front axle right wheel relative load ratio, rear axle left wheel relative load ratio, and rear axle right wheel relative load ratio by the total wheel relative load ratio in sequence to obtain the distribution ratio of each wheel of the vehicle. In the example, the front axle left wheel distribution ratio is 0.23, the front axle right wheel distribution ratio is 0.25, the rear axle left wheel distribution ratio is 0.24, and the rear axle right wheel distribution ratio is 0.28.

[0092] The vehicle determines its motor resistance based on the motor data. The motor output torque, transmission ratio, and transmission efficiency are multiplied sequentially to obtain the equivalent braking torque. This equivalent braking torque is then divided by the wheel rolling radius to obtain the motor resistance. In the example, the motor resistance is calculated to be 464 N. The vehicle acquires the mapping relationship between surrounding environmental data and environmental type, as well as the mapping relationship between environmental type and resistance coefficient. Based on the mapping relationship, combined with the rainfall level being light rain, the ambient temperature being 18℃, and the road surface type being wet asphalt, the environmental type corresponding to the surrounding environmental data is determined to be a slippery asphalt road surface. Based on the mapping relationship between environmental type and resistance coefficient, the resistance coefficient corresponding to the slippery asphalt road surface environmental type is determined to be 0.55. The mass, resistance coefficient, gravitational acceleration, and the distribution ratio of each wheel are multiplied sequentially to obtain the boundary resistance of each wheel. In the example, the boundary resistance of the left front axle wheel is 259 N, the right front axle wheel is 281 N, the left rear axle wheel is 270 N, and the right rear axle wheel is 315 N.

[0093] The vehicle's base resistance is calculated by subtracting the motor resistance from the total required resistance. In this example, the base resistance is 208 N. This base resistance is then distributed proportionally among the wheels to obtain the base resistance for each wheel. The calculated base resistances are: 47.84 N for the front left wheel, 52 N for the front right wheel, 49.92 N for the rear left wheel, and 58.24 N for the rear right wheel. Comparing the base resistances of each wheel with their corresponding boundary resistances, and finding that the base resistances of all wheels are less than their respective boundary resistances, these base resistances are determined as the target resistances. Therefore, the target resistances for the front left wheel are 47.84 N, the front right wheel is 52 N, the rear left wheel is 49.92 N, and the rear right wheel is 58.24 N.

[0094] In the process of determining the target resistance requirement of the wheels, since the basic resistance requirement of each wheel does not exceed the corresponding boundary resistance, there is no need to reduce the limit or redistribute the remaining resistance. The hydraulic supplementary resistance of each wheel can be smoothly distributed according to the actual load ratio, avoiding impact or vibration of a single wheel due to sudden changes in braking force. This allows the vehicle to maintain a smooth and stable deceleration feel when gliding on wet asphalt roads in light rain, further improving ride comfort.

[0095] The vehicle sets the target required resistance for each wheel as the hydraulic replenishment resistance for each wheel. The vehicle pre-stores a mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount. This mapping relationship is determined experimentally for the target vehicle. For the target vehicle, under standardized bench or road test conditions, the input value of the hydraulic replenishment resistance is gradually adjusted, and gliding fluid replenishment response data under corresponding conditions is simultaneously collected. This constructs a discrete mapping point set with hydraulic replenishment resistance as the independent variable and gliding fluid replenishment amount as the dependent variable. A preset interpolation or fitting algorithm is then used to process this discrete mapping point set, ultimately forming a mapping relationship uniquely applicable to the target vehicle. Based on the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount, and the hydraulic replenishment resistance of each wheel, the vehicle determines the gliding fluid replenishment amount for each wheel. Based on the gliding fluid replenishment amount of each wheel, a gliding fluid replenishment control strategy is generated, and the vehicle is controlled according to this strategy to achieve stable vehicle control.

[0096] By establishing hydraulic supplementary resistance smoothly and linearly, torque jumps and braking jerks are avoided when hydraulic braking intervenes. This allows the vehicle to obtain sufficient supplementary resistance for stability control when coasting on low-traction, lightly wet surfaces, while maintaining a natural, smooth, and shock-free deceleration process. This significantly improves the comfort of the driver and passengers, enhancing the overall driving quality under coasting conditions. During operation, the vehicle's basic required resistance is continuously collected. If the basic required resistance is less than the basic required resistance threshold, vehicle stability control is disengaged.

[0097] In another embodiment of this application, a vehicle stability control device is also provided, which is as follows: Figure 9 As shown, it includes: a data acquisition module 901, a target demand resistance determination module 902, a coasting fluid replenishment control strategy determination module 903, and a vehicle control module 904.

[0098] The data acquisition module 901 is used to acquire vehicle status data, power motor data, and surrounding environment data.

[0099] The target demand resistance determination module 902 is used to determine the target demand resistance of each wheel of the vehicle based on the status data, the power motor data, and the surrounding environment data.

[0100] The coasting fluid replenishment control strategy determination module 903 is used to determine the coasting fluid replenishment control strategy of the vehicle based on the target required resistance of each wheel of the vehicle.

[0101] The vehicle control module 904 is used to control the vehicle according to the coasting fluid replenishment control strategy to achieve vehicle stability control.

[0102] In another embodiment of this application, an electronic device is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus. Memory, used to store computer programs; The processor, when executing a program stored in memory, implements the vehicle stability control method described in any of the foregoing method embodiments.

[0103] The electronic device provided in this application embodiment uses a processor to execute a program stored in its memory to acquire vehicle status data, power motor data, and surrounding environment data. This avoids the limitations of relying solely on the single dimension of motor drag to determine resistance output. Multi-dimensional basic data provides comprehensive and reliable data support for subsequent resistance determination and control strategy formulation, reducing resistance output mismatches caused by incomplete data considerations. Based on the status data, power motor data, and surrounding environment data, the target required resistance for each wheel of the vehicle is determined, accurately matching the resistance required for vehicle stability control under corresponding working conditions. This effectively improves the insufficient or interrupted resistance output that easily occurs when relying solely on motor drag for resistance. Based on the target required resistance for each wheel, a coasting fluid replenishment control strategy is determined, providing reliable and effective control logic for abnormal power motor resistance output. By controlling the vehicle according to the coasting fluid replenishment control strategy, even when the power motor output resistance is insufficient or interrupted, the coasting fluid replenishment control method ensures that the vehicle obtains the resistance required for stable control, successfully achieving vehicle stability control and improving the vehicle's driving stability and controllability.

[0104] The communication bus 1004 mentioned in the aforementioned electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus 1004 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 10 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0105] The communication interface 1002 is used for communication between the above-mentioned electronic device and other devices.

[0106] The memory 1003 may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0107] The processor 1001 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0108] In another embodiment of this application, a computer-readable storage medium is provided, on which a program for a vehicle stability control method is stored. When the program for the vehicle stability control method is executed by a processor, it implements the steps of the vehicle stability control method described in any of the foregoing method embodiments.

[0109] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0110] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle stability control method, characterized in that, include: Acquire vehicle status data, motor data, and surrounding environment data; Based on the status data, the power motor data, and the surrounding environment data, the target required resistance of each wheel of the vehicle is determined; Based on the target required resistance of each wheel of the vehicle, the coasting fluid replenishment control strategy of the vehicle is determined. The vehicle is controlled according to the described coasting fluid replenishment control strategy to achieve stable vehicle control.

2. The method according to claim 1, characterized in that, The status data includes vehicle speed, attitude data, and mass; The step of determining the target required resistance for each wheel of the vehicle based on the state data, the power motor data, and the surrounding environment data includes: Based on the vehicle speed and the mass, determine the total required resistance of the vehicle; Based on the attitude data, the distribution ratio of each wheel of the vehicle is determined; Based on the power motor data, determine the power motor resistance of the vehicle; Based on the surrounding environmental data, the mass, and the distribution ratio of each wheel of the vehicle, the boundary resistance of each wheel of the vehicle is determined. By combining the total required resistance of the vehicle, the resistance of the power motor, the distribution ratio of each wheel of the vehicle, and the boundary resistance of each wheel of the vehicle, the target required resistance of each wheel of the vehicle is determined.

3. The method according to claim 2, characterized in that, Determining the total required drag of the vehicle based on the vehicle speed and the mass includes: Obtain the preset deceleration mapping relationship, as well as user profile and weather type; Based on the preset deceleration mapping relationship, the demand deceleration corresponding to the speed, the user profile, and the weather type is determined. Based on the mapping relationship between vehicle speed and demand deceleration, the demand deceleration corresponding to the vehicle speed is determined; Multiplying the required deceleration by the mass yields the total required drag of the vehicle.

4. The method according to claim 2, characterized in that, The attitude data includes front axle load percentage, rear axle load percentage, wheelbase, track width, center of gravity height, longitudinal acceleration, and lateral acceleration. Determining the wheel allocation ratio of the vehicle based on the attitude data includes: Based on the longitudinal acceleration, the center of mass height, and the wheelbase, the longitudinal variable load ratio is obtained; Based on the aforementioned front axle load percentage, rear axle load percentage, and longitudinal variation load ratio, the front axle relative load ratio and rear axle relative load ratio are obtained. Based on the lateral acceleration, the center of mass height, and the wheelbase, the lateral variable load ratio is obtained; By combining the relative load ratio of the front axle, the relative load ratio of the rear axle, and the lateral load variation ratio, the distribution ratio of each wheel of the vehicle is obtained.

5. The method according to claim 4, characterized in that, The process of obtaining the longitudinal variable load ratio based on the longitudinal acceleration, the center of mass height, and the wheelbase includes: Multiply the longitudinal acceleration by the centroid height to obtain the longitudinal centroid product; multiply the gravitational acceleration by the wheelbase to obtain the gravitational wheelbase product; divide the longitudinal centroid product by the gravitational wheelbase product to obtain the longitudinal variable load ratio. The process of obtaining the relative load ratio of the front axle and the relative load ratio of the rear axle based on the front axle load percentage, the rear axle load percentage, and the longitudinal variation load ratio includes: Subtracting the longitudinal variation load ratio from the front axle load percentage yields the front axle relative load ratio; Adding the rear axle load percentage to the longitudinal variation load ratio yields the rear axle relative load ratio; The process of obtaining the lateral variable load ratio based on the lateral acceleration, the center of mass height, and the wheelbase includes: Multiply the lateral acceleration by the center of mass height to obtain the lateral center of mass product; divide the lateral center of mass product by the gravitational axis distance product to obtain the lateral variable load ratio; The method of combining the front axle relative load ratio, the rear axle relative load ratio, and the lateral load variation ratio to obtain the distribution ratio of each wheel of the vehicle includes: Subtracting the lateral load ratio from the preset ratio of the front axle relative load ratio yields the front axle left wheel relative load ratio; adding the lateral load ratio to the preset ratio of the front axle relative load ratio yields the front axle right wheel relative load ratio. Subtracting the lateral load ratio from the preset ratio of the rear axle relative load ratio yields the relative load ratio of the left rear axle wheel; adding the lateral load ratio to the preset ratio of the rear axle relative load ratio yields the relative load ratio of the right rear axle wheel. The relative load ratios of the front axle left wheel, the front axle right wheel, the rear axle left wheel, and the rear axle right wheel are added together to obtain the total relative load ratio of the wheels. The relative load ratios of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel are successively divided by the total relative load ratio of the wheels to obtain the distribution ratio of each wheel of the vehicle.

6. The method according to claim 2, characterized in that, The power motor data includes motor output torque, motor transmission ratio, motor transmission efficiency, and wheel rolling radius; Determining the resistance of the vehicle's power motor based on the power motor data includes: The equivalent braking torque of the motor is obtained by multiplying the output torque of the motor, the transmission ratio of the motor, and the transmission efficiency of the motor in sequence; the equivalent braking torque of the motor is then divided by the rolling radius of the wheel to obtain the resistance of the vehicle's power motor.

7. The method according to claim 2, characterized in that, Determining the boundary resistance of each wheel of the vehicle based on the surrounding environmental data, the mass, and the wheel distribution ratio of the vehicle includes: Acquire the mapping relationship between surrounding environmental data and environmental type, and the mapping relationship between environmental type and drag coefficient; Based on the mapping relationship between the surrounding environment data and the environment type, the environment type corresponding to the surrounding environment data is determined; Based on the mapping relationship between the environment type and the drag coefficient, the drag coefficient corresponding to the environment type is determined; The boundary resistance of each wheel of the vehicle is obtained by multiplying the mass, the drag coefficient, the gravitational acceleration, and the distribution ratio of each wheel in sequence.

8. The method according to claim 2, characterized in that, The determination of the target required resistance for each wheel of the vehicle, by combining the total required resistance of the vehicle, the resistance of the power motor, the distribution ratio of each wheel of the vehicle, and the boundary resistance of each wheel of the vehicle, includes: Subtracting the resistance of the power motor from the total required resistance of the vehicle yields the basic required resistance of the vehicle. The basic required resistance of the vehicle is distributed according to the distribution ratio of each wheel of the vehicle to obtain the basic required resistance of each wheel. Based on the basic required resistance of each wheel and the boundary resistance of each wheel, the target required resistance of each wheel of the vehicle is obtained.

9. The method according to claim 8, characterized in that, The process of obtaining the target required resistance of each wheel of the vehicle based on the basic required resistance of each wheel and the boundary resistance of each wheel includes: Compare the basic required resistance and corresponding boundary resistance of each wheel; If the basic required resistance of the wheel is less than or equal to the boundary resistance of the wheel, then the basic required resistance of the wheel is determined as the corresponding target required resistance. If the basic required resistance of a wheel is greater than its boundary resistance, then the boundary resistance of the wheel is determined as the corresponding target required resistance, and the remaining resistance of the wheel exceeding the boundary resistance is calculated. The remaining resistance of all wheels is redistributed to the wheels whose basic required resistance does not exceed the corresponding boundary resistance according to the distribution ratio of each wheel. The sum of the basic required resistance after wheel redistribution and the corresponding newly allocated resistance, which is less than or equal to the value of the wheel's own boundary resistance, is determined as the target required resistance of the wheel.

10. The method according to any one of claims 1-9, characterized in that, The method for determining the vehicle's coasting fluid replenishment control strategy based on the target required resistance of each wheel includes: The target required resistance of each wheel is set as the hydraulic supplementary resistance of each wheel of the vehicle. Obtain the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount; based on the mapping relationship between hydraulic replenishment resistance and gliding fluid replenishment amount and the hydraulic replenishment resistance of each wheel of the vehicle, determine the gliding fluid replenishment amount of each wheel of the vehicle. Based on the amount of gliding fluid replenished to each wheel of the vehicle, a gliding fluid replenishment control strategy for the vehicle is generated.

11. A vehicle stability control device, characterized in that, include: The data acquisition module is used to acquire vehicle status data, power motor data, and surrounding environment data; The target demand resistance determination module is used to determine the target demand resistance of each wheel of the vehicle based on the state data, the power motor data, and the surrounding environment data. A coasting fluid replenishment control strategy determination module is used to determine the coasting fluid replenishment control strategy of the vehicle based on the target required resistance of each wheel of the vehicle. The vehicle control module is used to control the vehicle according to the coasting fluid replenishment control strategy to achieve vehicle stability control.

12. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor, when executing a program stored in memory, implements the vehicle stability control method according to any one of claims 1-10.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program for a vehicle stability control method, which, when executed by a processor, implements the steps of the vehicle stability control method according to any one of claims 1-10.

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