CN114506387A - System and method for controlling vehicle stability - Google Patents
System and method for controlling vehicle stability Download PDFInfo
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- CN114506387A CN114506387A CN202210091872.8A CN202210091872A CN114506387A CN 114506387 A CN114506387 A CN 114506387A CN 202210091872 A CN202210091872 A CN 202210091872A CN 114506387 A CN114506387 A CN 114506387A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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Abstract
The invention relates to a system, a method, a computer storage medium, a computer device and a vehicle for controlling the stability of the vehicle. A system for controlling vehicle stability according to one aspect of the present invention includes: a wheel stability prediction unit configured to predict that the wheel has instability based at least in part on the wheel slip rate and the wheel deceleration; a vehicle body stability prediction unit configured to predict that the vehicle body has instability based at least in part on the yaw rate and the rate of change in the yaw rate; and a steering correction unit configured to perform a steering correction operation in response to satisfaction of a steering correction condition, wherein the steering correction condition includes at least a result of prediction that the wheel has instability and a result of prediction that the vehicle body has instability.
Description
Technical Field
The present invention relates to the field of vehicle control, and more particularly to a system, method, computer storage medium, computer device and vehicle for controlling vehicle stability.
Background
With the rapid development of the automobile industry and the continuous improvement of the automobile driving performance, the safety of automobiles is more and more emphasized by people, the braking performance is one of the important service performances of automobiles, and the braking performance of automobiles is directly related to the driving safety. Conventionally, braking is generally performed by an electronic stability system of a vehicle during driving of the vehicle, and an electronic parking brake system is used as an alternative service brake mechanism.
In an emergency situation, the electronic parking brake system is usually activated to brake the rear wheels. However, on low coefficient of friction roads, the electronic parking brake system cannot handle large wheel slip in time due to the motor response being too slow. If the large wheel slip cannot be handled in time, the vehicle can become extremely unstable even in the process of going straight, and therefore the driving experience and even the driving safety performance of the vehicle are affected.
Disclosure of Invention
To solve or at least alleviate one or more of the above problems, the following technical solutions are provided.
According to a first aspect of the present invention there is provided a system for controlling the stability of a vehicle, the system comprising: a wheel stability prediction unit configured to predict that the wheel has instability based at least in part on the wheel slip rate and the wheel deceleration; a vehicle body stability prediction unit configured to predict that the vehicle body has instability based at least in part on the yaw rate and the rate of change in the yaw rate; and a steering correction unit configured to perform a steering correction operation in response to satisfaction of a steering correction condition, wherein the steering correction condition includes at least a result of prediction that the wheel has instability and a result of prediction that the vehicle body has instability.
The system for controlling vehicle stability according to an embodiment of the present invention, wherein the wheel stability prediction unit is further configured to: predicting that the wheel has instability in response to the wheel slip rate being greater than a first threshold and the wheel deceleration being greater than a second threshold.
The system for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein the vehicle body stability prediction unit is further configured to: predicting that the vehicle body has instability in response to the yaw rate being greater than a third threshold and the rate of change of the yaw rate being greater than a fourth threshold.
The system for controlling vehicle stability according to one embodiment of the invention or any of the above embodiments, wherein the steer correction condition further includes vehicle speed being greater than a fifth threshold.
The system for controlling vehicle stability of one embodiment of the invention or any of the above embodiments, wherein the steer correction condition further comprises an electronic parking brake system of the vehicle being in an active state.
The system for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein the steering correction unit is further configured to perform a steering correction operation by: determining a corrected steering angle based at least in part on the front wheel steering angle and the steering gear ratio; and controlling a steering mechanism of the vehicle to adjust the body angle according to the determined corrected steering angle.
The system for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein the corrected steering angle is determined as a product of the front wheel steering angle and the steering gear ratio.
The system for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein one or more of the first, second, third, fourth and fifth thresholds are adjusted according to vehicle behavior.
According to a second aspect of the present invention, there is provided a method for controlling vehicle stability, comprising: predicting that the wheel has instability based at least in part on the wheel slip rate and the wheel deceleration; predicting that the vehicle body has instability based at least in part on the yaw-rate and the rate of change of the yaw-rate; and performing a steering correction operation in response to satisfaction of a steering correction condition, wherein the steering correction condition includes at least a result of prediction that the wheel has instability and a result of prediction that the vehicle body has instability.
The method for controlling vehicle stability according to an embodiment of the present invention, wherein predicting that the wheel has instability further comprises: predicting that the wheel has instability in response to the wheel slip rate being greater than a first threshold and the wheel deceleration being greater than a second threshold.
The method for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein predicting that the vehicle body has instability further comprises: predicting that the vehicle body has instability in response to the yaw rate being greater than a third threshold and the rate of change of the yaw rate being greater than a fourth threshold.
The method for controlling vehicle stability according to one embodiment of the invention or any of the above embodiments, wherein the steering correction condition further includes that the vehicle speed is greater than a fifth threshold.
The method for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein the steering correction condition further comprises that an electronic parking brake system of the vehicle is in an activated state.
The method for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein performing the steering correction operation further comprises: determining a corrected steering angle based at least in part on the front wheel steering angle and the steering gear ratio; and controlling a steering mechanism of the vehicle to adjust the body angle according to the determined corrected steering angle.
The method for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein the corrected steering angle is determined as a product of the front wheel steering angle and the steering gear ratio.
The method for controlling vehicle stability according to an embodiment of the invention or any of the above embodiments, wherein one or more of the first, second, third, fourth and fifth thresholds are adjusted according to vehicle behavior.
According to a third aspect of the present invention, there is provided a computer storage medium comprising instructions which, when executed, perform the steps of the method for controlling vehicle stability according to the second aspect of the present invention.
According to a fourth aspect of the present invention, there is provided a computer device comprising a memory, a processor and a computer program stored on the memory and run on the processor, the processor implementing the steps of the method for controlling vehicle stability according to the second aspect of the present invention when executing the computer program.
According to a fifth aspect of the present invention there is provided a vehicle comprising a system for controlling the stability of a vehicle according to the first aspect of the present invention.
According to the scheme for controlling the stability of the vehicle, the stability of the vehicle can be improved by executing steering correction operation in the braking process of the electronic parking braking system, and the problem that the electronic parking braking system cannot timely treat unfavorable wheel slip caused by too slow response of a motor is solved, so that the safety performance of the electronic parking braking system is ensured, the steering correction operation required by a driver is reduced, and the driving experience is improved.
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The above and/or other aspects and advantages of the present invention will become more apparent and more readily appreciated from the following description of the various aspects taken in conjunction with the accompanying drawings, in which like or similar elements are designated with like reference numerals. In the drawings:
FIG. 1 is a schematic diagram of a system for controlling vehicle stability according to one embodiment of the present invention.
FIG. 2 is a flow diagram of a method for controlling vehicle stability according to one embodiment of the present invention.
FIG. 3 is a logic diagram for controlling vehicle stability according to one embodiment of the present invention.
FIG. 4 is a block diagram of a computer device in accordance with one embodiment of the present invention.
Detailed Description
The following description of the specific embodiments is merely exemplary in nature and is in no way intended to limit the disclosed technology or the application and uses of the disclosed technology. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, or the following detailed description.
In the following detailed description of embodiments, numerous specific details are set forth in order to provide a more thorough understanding of the disclosed technology. It will be apparent, however, to one of ordinary skill in the art that the disclosed techniques may be practiced without these specific details. In other instances, well-known features have not been described in detail to avoid unnecessarily complicating the description.
Words such as "comprising" and "comprises" mean that, in addition to having elements or steps which are directly and explicitly stated in the description, the solution of the invention does not exclude other elements or steps which are not directly or explicitly stated. Terms such as "first" and "second" do not denote an order of the elements in time, space, size, etc., but rather are used to distinguish one element from another.
Hereinafter, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a schematic diagram of a system for controlling vehicle stability according to one embodiment of the present invention.
As shown in fig. 1, a system 100 for controlling vehicle stability includes a wheel stability prediction unit 110, a body stability prediction unit 120, and a steering correction unit 130.
The wheel stability prediction unit 110 is configured to predict that the wheel has instability based at least in part on the wheel slip rate and the wheel deceleration. Alternatively, the wheel stability prediction unit 110 may be configured to predict that the wheel has instability if the wheel slip ratio is greater than a first threshold and the wheel deceleration is greater than a second threshold.
In one embodiment, after the electronic parking brake system obtains the wheel speed signal of each wheel, the electronic control unit can calculate the slip rate of each wheel. Exemplarily, if braking is achieved by the rear wheels of the vehicle, the slip rate of the rear wheels is calculated; if the front wheels of the vehicle are braked, calculating the slip rate of the front wheels; and if braking is achieved by the front and rear wheels of the vehicle, calculating slip rates of the front and rear wheels.
In one embodiment, the step of obtaining the slip ratio of each wheel from the wheel speed signal of each wheel may include: determining the running speed of the vehicle according to the wheel speed signals of the wheels; determining the speed of each wheel according to the wheel speed signal of each wheel; the slip rate of the wheel is determined based on the running speed of the vehicle and the speed of the wheel. For example, the slip ratio S of the wheel may be determined by the following formula:
S = 
(formula 1)
Where V1 represents the traveling speed of the vehicle, and V2 represents the speed of the wheels.
In one embodiment, the deceleration of each wheel may be obtained from the wheel speed signal of each wheel.
The vehicle body stability prediction unit 120 is configured to predict that the vehicle body has instability based at least in part on the yaw rate and the rate of change of the yaw rate. Alternatively, the vehicle body stability prediction unit 120 may be configured to predict that the vehicle body has instability in a case where the yaw rate is greater than a third threshold value and the rate of change in the yaw rate is greater than a fourth threshold value.
In one embodiment, the yaw rate may be determined using a wheel speed difference estimation algorithm. For example, the yaw rate yaw _ rate may be determined by the following equation:
yaw_rate = 
(formula 2)
Wherein, ω is1Representing the angular velocity, omega, of the wheels on the inner side of the vehicle2Represents the vehicle outside wheel angular velocity, R represents the wheel radius, a represents the width between the inside and outside wheels of the wheel, and θ represents the wheel slip angle.
In another embodiment, the yaw rate may be determined using a lateral acceleration-vehicle speed method. For example, the yaw rate yaw _ rate may be determined by the following equation:
yaw_rate = 
(formula 3)
Where a represents the vehicle lateral acceleration, and v represents the vehicle speed.
In yet another embodiment, the yaw rate may also be obtained directly from the inertial sensor.
In one embodiment, the rate of change of yaw-rate may be represented by a derivative of yaw-rate with respect to time.
It is to be understood that the above methods of determining the wheel slip rates, the wheel decelerations, the yaw rate, and the rate of change in the yaw rate are merely exemplary, and that other methods of determining the wheel slip rates, the wheel decelerations, the yaw rate, and the rate of change in the yaw rate may be utilized without departing from the spirit and scope of the present invention.
By configuring the wheel stability prediction unit 110 and the vehicle body stability prediction unit 120, the instability tendency of the wheels and the vehicle body can be predicted in time, so that the stability of the vehicle can be improved by performing the steering correction operation by the steering correction unit 130 in time.
The steering correction unit 130 is configured to perform a steering correction operation in response to satisfaction of a steering correction condition including at least a result of prediction that the wheels have instability from the wheel stability prediction unit 110 and a result of prediction that the vehicle body has instability from the vehicle body stability prediction unit 120. Preferably, the steering correction condition may further include that the vehicle speed is greater than a fifth threshold value and that an electronic parking brake system of the vehicle is in an activated state.
In one embodiment, the steer correction unit 130 may be configured to initiate a steer correction operation in response to the following conditions being simultaneously satisfied: the wheel slip rate is greater than a first threshold and the wheel deceleration is greater than a second threshold; the yaw rate is greater than a third threshold value and the rate of change of the yaw rate is greater than a fourth threshold value; the vehicle speed is greater than a fifth threshold value; and the electronic parking brake system of the vehicle is in an activated state.
In one embodiment, the steer correction unit 130 may be further configured to perform a steer correction operation by: determining a corrected steering angle based at least in part on the front wheel steering angle and the steering gear ratio; and controlling a steering mechanism of the vehicle to adjust the body angle according to the determined corrected steering angle. In one embodiment, the steering mechanism of the vehicle may be implemented as an electric power steering system of the vehicle.
Illustratively, during the steering correction operation performed by the steering correction unit 130, if the yaw rate is a negative value (which indicates that the vehicle is making a left turn), the vehicle body angle is adjusted by a corrected steering angle determined by reversing the steering (i.e., making a right turn) using the steering mechanism of the vehicle; if the yaw rate is a positive value, which indicates that the vehicle is making a right turn, the body angle is adjusted by a corrected steering angle determined by reversing the steering (i.e., turning left) of the vehicle's steering mechanism.
In one embodiment, the corrected steering angle correct _ steering _ angle may be determined by the following equation:
correct _ stepping _ angle = δ stepping _ ratio (equation 4)
Where δ represents the front wheel steering angle and steering _ ratio represents the steering gear ratio.
For example, the front wheel steering angle δ can be determined by means of the following ackermann equation:
yaw_rate' = 
(formula 5)
Where yaw _ rate' represents the target yaw rate, v represents the vehicle speed, L represents the wheel base, and vch represents the characteristic vehicle speed.
For example, the steering gear ratio steering _ ratio may be determined as a ratio of an increment of the steering wheel angle to a corresponding increment of the same-side steering knuckle angle.
It is to be understood that the above method of determining the front wheel steering angle and the steering gear ratio is merely exemplary, and that other methods may be utilized to determine the front wheel steering angle and the steering gear ratio without departing from the spirit and scope of the present invention.
In one embodiment, one or more of the first, second, third, fourth and fifth thresholds described above may be adjusted according to vehicle behavior to suit improving vehicle stability under various vehicle behaviors. Illustratively, the first threshold may be set to 10%, and the second threshold may be set to 15 m/s2The third threshold may be set to 1.5 degrees/second, and the fourth threshold may be set to 5 degrees/second2And the fifth threshold may be set to 15 km/h.
According to the system for controlling the stability of the vehicle, which is provided by one aspect of the invention, the stability of the vehicle can be improved by executing steering correction operation in the braking process of the electronic parking braking system, and the problem that the electronic parking braking system cannot timely treat unfavorable wheel slip caused by too slow response of a motor is solved, so that the safety performance of the electronic parking braking system is ensured, the steering correction operation required by a driver is reduced, and the driving experience is further improved.
FIG. 2 is a flow diagram of a method for controlling vehicle stability according to one embodiment of the present invention.
As shown in fig. 2, in step 210, wheel instability and body instability are predicted.
In one embodiment, the wheel is predicted to have instability based at least in part on the wheel slip rate and the wheel deceleration. Alternatively, the wheel may be predicted to have instability if the wheel slip rate is greater than a first threshold and the wheel deceleration is greater than a second threshold.
In one embodiment, the vehicle body is predicted to have instability based at least in part on the yaw rate and the rate of change of the yaw rate. Alternatively, it is possible to predict that the vehicle body has instability in the case where the yaw rate is greater than the third threshold value and the rate of change in the yaw rate is greater than the fourth threshold value.
It will be appreciated that the wheel slip rates, wheel decelerations, yaw rates, and rates of change in yaw rate can be determined using the methods described above with respect to fig. 1 to determine wheel slip rates, wheel decelerations, yaw rates, and rates of change in yaw rate, and will not be described in detail herein.
In step 220, it is determined whether a steering correction condition is satisfied, wherein the steering correction condition includes at least the result of the prediction from step 210 that the wheel has instability and the result of the prediction that the vehicle body has instability. Preferably, the steering correction condition may further include that the vehicle speed is greater than a fifth threshold value and that an electronic parking brake system of the vehicle is in an activated state.
When it is determined that the steering correction condition is satisfied, the process proceeds to step 230 to perform a steering correction operation.
In one embodiment, the steer correction operation may be initiated in response to the following conditions being simultaneously satisfied: the wheel slip rate is greater than a first threshold and the wheel deceleration is greater than a second threshold; the yaw rate is greater than a third threshold value and the rate of change of the yaw rate is greater than a fourth threshold value; the vehicle speed is greater than a fifth threshold value; and the electronic parking brake system of the vehicle is in an activated state.
In step 230, the steering correction operation may be performed by: determining a corrected steering angle based at least in part on the front wheel steering angle and the steering gear ratio; and controlling a steering mechanism of the vehicle to adjust the body angle according to the determined corrected steering angle. In one embodiment, the steering mechanism of the vehicle may be implemented as an electric power steering system of the vehicle.
In one embodiment, the corrected steering angle may be determined as a product of the front wheel steering angle and the steering gear ratio.
For example, in the course of performing the steering correction operation, if the yaw rate is a negative value (which indicates that the vehicle is making a left turn), the vehicle body angle is adjusted by a corrected steering angle determined by reversely steering (i.e., turning right) the steering mechanism of the vehicle; if the yaw rate is a positive value, which indicates that the vehicle is making a right turn, the body angle is adjusted by a corrected steering angle determined by reversing the steering (i.e., turning left) of the vehicle's steering mechanism.
When it is determined that the steering correction condition is not satisfied, the flow proceeds to step 240 without performing the steering correction operation.
It will be appreciated that the front wheel steering angle and steering gear ratio may be determined using the method of determining the front wheel steering angle and steering gear ratio described above with respect to fig. 1 and will not be described in detail herein.
In one embodiment, one or more of the first, second, third, fourth and fifth thresholds described above may be adjusted according to vehicle behavior to suit improving vehicle stability under various vehicle behaviors. Illustratively, the first threshold may be set to 10%, the second threshold may be set to 15 m/s 2, the third threshold may be set to 1.5 degrees/s, the fourth threshold may be set to 5 degrees/s 2, and the fifth threshold may be set to 15 km/h.
According to the method for controlling the stability of the vehicle, provided by one aspect of the invention, the stability of the vehicle can be improved by executing steering correction operation in the braking process of the electronic parking braking system, and the problem that the electronic parking braking system cannot timely treat unfavorable wheel slip caused by too slow response of a motor is solved, so that the safety performance of the electronic parking braking system is ensured, the steering correction operation required by a driver is reduced, and the driving experience is further improved.
FIG. 3 is a logic diagram for controlling vehicle stability according to one embodiment of the present invention.
As shown in fig. 3, at block 310, the wheel is predicted to have instability based on the wheel slip rate and the wheel deceleration. Alternatively, the wheel may be predicted to have instability if the wheel slip ratio is greater than a first threshold and the wheel deceleration is greater than a second threshold.
At block 320, the vehicle body is predicted to have instability based on the yaw-rate and the rate of change of the yaw-rate. Alternatively, it is possible to predict that the vehicle body has instability in the case where the yaw rate is greater than the third threshold value and the rate of change in the yaw rate is greater than the fourth threshold value.
At block 330, it is determined that the electronic parking brake system of the vehicle is in an activated state.
At block 340, it is determined that the vehicle speed is greater than a preset threshold.
A determination is made at block 350 whether the conditions in blocks 310, 320, 330, and 340 are simultaneously satisfied. When the conditions in blocks 310, 320, 330, and 340 are simultaneously satisfied, block 360 is entered to perform a steer correction operation, otherwise block 370 is entered without performing a steer correction operation.
In block 360, the steer correction operation may be performed by: determining a corrected steering angle based at least in part on the front wheel steering angle and the steering gear ratio; and controlling a steering mechanism of the vehicle to adjust the body angle according to the determined corrected steering angle. Alternatively, the corrected steering angle may be determined as a product of the front wheel steering angle and the steering gear ratio.
The determination operations in blocks 310, 320, 330, and 340 may be performed serially or in parallel, and the various logic illustrated in blocks 310 and 370 may be performed by means of electronic hardware, computer software, or a combination of both, without departing from the spirit and scope of the present invention.
FIG. 4 is a block diagram of a computer device in accordance with one embodiment of the present invention. As shown in fig. 4, the computer device 400 includes a memory 410, a processor 420, and a computer program 430 stored on the memory 410 and executable on the processor 420. The processor 420, when executing the computer program 430, performs the various steps of the method for controlling vehicle stability as described above.
In addition, as described above, the present invention may also be embodied as a computer storage medium in which a program for causing a computer to execute the method for controlling vehicle stability according to an aspect of the present invention is stored.
Here, as the computer storage medium, various types of computer storage media such as a disk (e.g., a magnetic disk, an optical disk, etc.), a card (e.g., a memory card, an optical card, etc.), a semiconductor memory (e.g., a ROM, a nonvolatile memory, etc.), a tape (e.g., a magnetic tape, a cassette tape, etc.), and the like can be used.
Where applicable, the various embodiments provided by the present disclosure may be implemented using hardware, software, or a combination of hardware and software. Also, where applicable, the various hardware components and/or software components set forth herein may be combined into composite components comprising software, hardware, and/or both without departing from the scope of the present disclosure. Where applicable, the various hardware components and/or software components set forth herein may be separated into sub-components comprising software, hardware, or both without departing from the scope of the present disclosure. Further, where applicable, it is contemplated that software components may be implemented as hardware components, and vice versa.
Software (such as program code and/or data) according to the present disclosure can be stored on one or more computer storage media. It is also contemplated that the software identified herein may be implemented using one or more general purpose or special purpose computers and/or computer systems that are networked and/or otherwise. Where applicable, the order of various steps described herein may be changed, combined into composite steps, and/or separated into sub-steps to provide features described herein.
The embodiments and examples set forth herein are presented to best explain embodiments in accordance with the invention and its particular application and to thereby enable those skilled in the art to make and utilize the invention. However, those skilled in the art will recognize that the foregoing description and examples have been presented for the purpose of illustration and example only. The description as set forth is not intended to cover all aspects of the invention or to limit the invention to the precise form disclosed.
Claims (9)
1. A system for controlling vehicle stability, the system comprising:
a wheel stability prediction unit configured to predict that a wheel has instability based at least in part on a wheel slip rate and a wheel deceleration, optionally configured to predict that the wheel has instability in response to the wheel slip rate being greater than a first threshold and the wheel deceleration being greater than a second threshold;
a vehicle body stability prediction unit configured to predict that a vehicle body has instability based at least in part on a yaw rate and a rate of change of the yaw rate, optionally configured to predict that the vehicle body has instability in response to the yaw rate being greater than a third threshold and the rate of change of the yaw rate being greater than a fourth threshold; and
a steering correction unit configured to perform a steering correction operation in response to satisfaction of a steering correction condition, wherein the steering correction condition includes at least a result of prediction that a wheel has instability and a result of prediction that a vehicle body has instability, wherein the steering correction condition further includes that a vehicle speed is greater than a fifth threshold value and/or that an electronic parking brake system of the vehicle is in an activated state.
2. The system of claim 1, wherein the steer correction unit is further configured to perform steer correction operations by:
determining a corrected steering angle based at least in part on the front wheel steering angle and the steering gear ratio; and
controlling a steering mechanism of the vehicle to adjust a body angle according to the determined corrected steering angle, wherein the corrected steering angle is determined as a product of the front wheel steering angle and the steering gear ratio.
3. The system of claim 1, wherein one or more of the first, second, third, fourth, and fifth thresholds are adjusted according to vehicle behavior.
4. A method for controlling vehicle stability, the method comprising:
predicting that a wheel has instability based at least in part on a wheel slip rate and a wheel deceleration, optionally in response to the wheel slip rate being greater than a first threshold and the wheel deceleration being greater than a second threshold;
predicting that the vehicle body has instability based at least in part on a yaw rate and a rate of change of the yaw rate, optionally predicting that the vehicle body has instability in response to the yaw rate being greater than a third threshold and the rate of change of the yaw rate being greater than a fourth threshold; and
and performing a steering correction operation in response to satisfaction of a steering correction condition, wherein the steering correction condition includes at least a result of prediction that the wheels have instability and a result of prediction that the vehicle body has instability, wherein the steering correction condition further includes that the vehicle speed is greater than a fifth threshold value and/or that an electronic parking brake system of the vehicle is in an activated state.
5. The method of claim 4, wherein performing a steer correction operation further comprises:
determining a corrected steering angle based at least in part on the front wheel steering angle and the steering gear ratio; and
controlling a steering mechanism of the vehicle to adjust a body angle according to the determined corrected steering angle, wherein the corrected steering angle is determined as a product of the front wheel steering angle and the steering gear ratio.
6. The method of claim 4, wherein one or more of the first, second, third, fourth, and fifth thresholds are adjusted according to vehicle behavior.
7. A computer storage medium comprising instructions that, when executed, perform the method of any of claims 4 to 6.
8. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor when executing the program implements the method of any one of claims 4 to 6.
9. A vehicle characterized by comprising a system for controlling the stability of a vehicle according to any one of claims 1 to 3.
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| CN202210091872.8A CN114506387A (en) | 2022-01-26 | 2022-01-26 | System and method for controlling vehicle stability |
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| US20190217854A1 (en) * | 2018-01-12 | 2019-07-18 | Hyundai Motor Company | Vehicle stability control system and method |
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2022
- 2022-01-26 CN CN202210091872.8A patent/CN114506387A/en active Pending
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| JPH07242179A (en) * | 1993-11-04 | 1995-09-19 | Matsushita Electric Ind Co Ltd | Wheel steering angle controller |
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