A method, device and equipment for controlling crosswind resistance function

Abstract

The present invention provides a method, device and equipment for controlling a crosswind resistance function. The method for controlling a crosswind resistance function comprises: obtaining the actual lateral acceleration and theoretical lateral acceleration of a vehicle; calculating the lateral acceleration difference by subtracting the theoretical lateral acceleration from the actual lateral acceleration; if the lateral acceleration difference is greater than a first preset threshold, the crosswind resistance function is activated, wherein the first preset threshold is greater than zero. Through the present invention, it is possible to determine whether a vehicle encounters a crosswind, the direction of the crosswind, and the intensity of the crosswind. If the lateral acceleration difference is greater than the first preset threshold, it means that the crosswind encountered by the vehicle will significantly reduce the lateral stability of the vehicle. At this time, the crosswind resistance function is controlled to be activated to reduce the influence of the crosswind on the lateral stability of the vehicle, thereby ensuring driving safety. Otherwise, the crosswind resistance function is not activated to ensure riding comfort under normal working conditions.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a method, device and equipment for controlling an anti-crosswind function. Background Art

[0002] When a vehicle encounters crosswinds, its lateral stability will decrease, and inexperienced drivers may panic and make mistakes, which may lead to low driving safety and vehicle instability, resulting in accidents.

[0003] The current solution is to increase the stiffness of the lateral stabilizer bar, the stiffness of the coil spring, and the resistance of the shock absorber during the matching and adjustment of the vehicle suspension to improve the lateral stability of the vehicle throughout the driving process in order to cope with crosswind conditions. However, while improving the lateral stability of the vehicle, the ride comfort of the vehicle under normal conditions will decrease, and the two need to be balanced. Therefore, in order to ensure ride comfort under normal conditions, current vehicles still have lateral swings when encountering crosswind conditions, and the driving safety is low, requiring the driver to control the vehicle based on experience. Summary of the invention

[0004] The main purpose of the present invention is to provide a method, device and equipment for controlling the anti-crosswind function, aiming to solve the technical problems in the prior art that the vehicle suffers from lateral swing when encountering crosswind, has low driving safety and requires the driver to control the vehicle based on experience.

[0005] In a first aspect, the present invention provides a method for controlling a crosswind resistance function, the method comprising:

[0006] Obtain the actual lateral acceleration and theoretical lateral acceleration of the vehicle;

[0007] Subtracting the theoretical lateral acceleration from the actual lateral acceleration to obtain a lateral acceleration difference;

[0008] If the lateral acceleration difference is greater than a first preset threshold, the crosswind resistance function is activated, wherein the first preset threshold is greater than zero.

[0009] Optionally, the step of starting the anti-crosswind function includes:

[0010] gradually increasing the intensity of the anti-crosswind function;

[0011] When the lateral acceleration difference decreases to a second preset threshold, the intensity of the anti-crosswind function stops increasing, wherein the second preset threshold is greater than zero and less than the first preset threshold.

[0012] Optionally, after the step of starting the anti-crosswind function, the method further includes:

[0013] If the lateral acceleration difference is less than the second preset threshold, the anti-crosswind function is turned off.

[0014] Optionally, the step of turning off the anti-crosswind function includes:

[0015] The intensity of the anti-crosswind function is gradually reduced until the anti-crosswind function is completely turned off.

[0016] Optionally, after the step of starting the anti-crosswind function, the method further includes:

[0017] When the absolute value of the deviation between the actual lateral acceleration difference corresponding to the strength of the first anti-crosswind function and the calibrated lateral acceleration difference is greater than a first deviation threshold, a fault alarm is output;

[0018] Or, when the absolute value of the deviation between the actual action intensity of the anti-crosswind function corresponding to a lateral acceleration difference and the calibrated action intensity is greater than a second deviation threshold, a fault alarm is output.

[0019] Optionally, the anti-crosswind function control method further includes:

[0020] When the ABS function and / or the VDC function of the vehicle is activated, the anti-crosswind function is disabled.

[0021] Optionally, the anti-crosswind function control method further includes:

[0022] When the absolute value of the steering wheel angle is greater than the angle threshold and / or the absolute value of the steering wheel speed is greater than the speed threshold, the anti-crosswind function is disabled.

[0023] Optionally, the step of obtaining the actual lateral acceleration and theoretical lateral acceleration of the vehicle includes:

[0024] Measuring the actual lateral acceleration by an inertial sensor;

[0025] The steering wheel angle and wheel speed are measured by a steering wheel angle sensor and a wheel speed sensor;

[0026] The theoretical lateral acceleration corresponding to the steering wheel angle and the wheel speed is calculated based on a vehicle theoretical kinematic model.

[0027] In a second aspect, the present invention further provides an anti-crosswind function control device, the anti-crosswind function control device comprising:

[0028] An acquisition module, used for acquiring actual lateral acceleration and theoretical lateral acceleration of the vehicle;

[0029] A difference calculation module, used for calculating a lateral acceleration difference by subtracting the theoretical lateral acceleration from the actual lateral acceleration;

[0030] The control module is used to activate the crosswind resistance function if the lateral acceleration difference is greater than a first preset threshold, wherein the first preset threshold is greater than zero.

[0031] In a third aspect, the present invention also provides an anti-crosswind function control device, which includes a processor, a memory, and an anti-crosswind function control program stored in the memory and executable by the processor, wherein when the anti-crosswind function control program is executed by the processor, the steps of the anti-crosswind function control method as described above are implemented.

[0032] The anti-crosswind function control method of the present invention calculates the lateral acceleration difference by subtracting the theoretical lateral acceleration from the actual lateral acceleration. When the anti-crosswind function is not activated, the lateral acceleration difference can be used to judge whether the vehicle encounters a crosswind, the direction of the crosswind, and the intensity of the crosswind. If the lateral acceleration difference is greater than the first preset threshold, it means that the crosswind encountered by the vehicle will significantly reduce the lateral stability of the vehicle. At this time, the anti-crosswind function is controlled to be activated to reduce the impact of the crosswind on the lateral stability of the vehicle, thereby ensuring driving safety. Otherwise, the anti-crosswind function is not activated to ensure riding comfort under normal working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A schematic flow chart of a method for controlling a crosswind resistance function in one embodiment of the present invention;

[0034] Figure 2 for Figure 1 A schematic flow chart of step S11 in the anti-crosswind function control method shown;

[0035] Figure 3 A schematic diagram of a vehicle encountering a crosswind when turning in one embodiment;

[0036] Figure 4 A schematic flow chart of a method for controlling a crosswind resistance function in another embodiment of the present invention;

[0037] Figure 5 A schematic flow chart of a method for controlling a crosswind resistance function in another embodiment of the present invention;

[0038] Figure 6 A schematic diagram of the connection between the anti-crosswind function control device and the vehicle in one embodiment of the present invention;

[0039] Figure 7 The figure is a schematic diagram of the hardware structure of the anti-crosswind function control device in one embodiment of the present invention.

[0040] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0041] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0042] In a first aspect, an embodiment of the present invention provides a method for controlling an anti-crosswind function.

[0043] Figure 1 A schematic flow chart of a method for controlling a crosswind resistance function in an embodiment of the present invention is shown.

[0044] Reference Figure 1 In one embodiment, the anti-crosswind function control method comprises the following steps:

[0045] S11, obtaining actual lateral acceleration and theoretical lateral acceleration of the vehicle;

[0046] In this embodiment, without considering external environmental factors such as crosswind and road conditions, the theoretical lateral acceleration of the vehicle can be analyzed and calculated according to the vehicle model and driving conditions. Among them, the vehicle model involves parameters such as wheelbase, wheelbase, axle load, center of gravity height, tire specifications, etc., and the driving conditions involve parameters such as turning radius and vehicle speed. The actual lateral acceleration can be detected by the vehicle-mounted IMU (Inertial Measurement Unit).

[0047] Figure 2 Shows Figure 1 A schematic flow chart of step S11 in the anti-crosswind function control method is shown.

[0048] Further, refer to Figure 2 In one embodiment, step S11 includes the following steps:

[0049] S111, measuring the actual lateral acceleration through an inertial sensor;

[0050] Through the analysis of step S11, it can be known that the actual lateral acceleration can be detected by the vehicle-mounted IMU (Inertial Measurement Unit). Specifically in this embodiment, the actual lateral acceleration is measured by an inertial sensor installed on the vehicle.

[0051] S112, measuring a steering wheel angle and a wheel speed by using a steering wheel angle sensor and a wheel speed sensor;

[0052] Through the analysis of step S10, it can be known that a part of the relevant parameters required for calculating the theoretical lateral acceleration of the vehicle is determined by the driving condition, and the driving condition involves parameters such as turning radius and vehicle speed. Specifically in this embodiment, when the vehicle is traveling straight, the theoretical lateral acceleration is zero. When the vehicle is turning, the theoretical lateral acceleration takes into account the centrifugal acceleration generated by the centrifugal effect, and the driving condition-related parameters required to calculate the centrifugal acceleration include turning radius and vehicle speed. Among them, when the vehicle turns at a small angle, the understeering and oversteering effects of the vehicle at this time are ignored, and it can be considered that the vehicle is moving in a circle. The turning radius of the vehicle at this time can be calculated by combining the steering wheel angle with the relevant parameters of the vehicle model. The vehicle speed can be calculated by combining the wheel speed with the relevant parameters of the vehicle model. Therefore, when the relevant parameters of the vehicle model are known, it is only necessary to measure the steering wheel angle and the wheel speed to obtain the turning radius and the vehicle speed through subsequent calculation. Specifically, the steering wheel angle is measured by a steering wheel angle sensor provided on the vehicle, and the wheel speed is measured by a wheel speed sensor provided on the vehicle.

[0053] S113. Based on a theoretical kinematic model of the vehicle, a theoretical lateral acceleration corresponding to the steering wheel angle and the wheel speed is calculated.

[0054] Through the analysis of step S11, it can be known that some of the relevant parameters required for calculating the theoretical lateral acceleration of the vehicle are determined by the vehicle model, and the vehicle model involves parameters such as track width, wheelbase, axle load, center of gravity height, tire specifications, etc. Specifically in this embodiment, a vehicle theoretical kinematic model can be created through vehicle model related parameters. Based on the vehicle theoretical kinematic model, combined with the steering wheel angle and wheel speed measured in step S112, the theoretical lateral acceleration required for the subsequent control analysis of the present invention can be calculated. Optionally, the vehicle theoretical kinematic model can use the whole vehicle motion ADMAS model.

[0055] S12, subtracting the theoretical lateral acceleration from the actual lateral acceleration to obtain a lateral acceleration difference;

[0056] In this embodiment, the direction of the actual lateral acceleration is taken as the positive direction, and the value of the actual lateral acceleration is counted as a positive value. If the direction of the theoretical lateral acceleration is the same as the direction of the actual lateral acceleration, the value of the theoretical lateral acceleration is counted as a positive value. If the direction of the theoretical lateral acceleration is opposite to the direction of the actual lateral acceleration, the value of the theoretical lateral acceleration is counted as a negative value.

[0057] When the vehicle is actually driving, affected by external environmental factors, there must be a deviation between the actual lateral acceleration of the vehicle and the theoretical lateral acceleration. The lateral acceleration difference is calculated by subtracting the theoretical lateral acceleration from the actual lateral acceleration. The lateral acceleration difference can characterize the impact of external environmental factors on the lateral stability of the vehicle. Considering that among various external environmental factors, crosswind has the most significant impact on the lateral stability of the vehicle, the difference between the actual lateral acceleration and the theoretical lateral acceleration can further characterize the impact of crosswind on the lateral stability of the vehicle. When the anti-crosswind function is not activated, the lateral acceleration difference can be used to determine whether the vehicle encounters crosswind, the direction of the crosswind, and the intensity of the crosswind.

[0058] Specifically, when the influence of external environmental factors other than crosswind on the lateral acceleration is not considered, if the lateral acceleration difference is equal to zero, it is judged that the vehicle has not encountered a crosswind. If the lateral acceleration difference is greater than zero, the crosswind direction is the same as the actual lateral acceleration direction. If the lateral acceleration difference is less than zero, the crosswind direction is opposite to the actual lateral acceleration direction. The direction of the actual lateral acceleration can be obtained by the on-board IMU. The larger the absolute value of the lateral acceleration difference, the greater the intensity of the crosswind. If it is necessary to consider the influence of external environmental factors other than crosswind on the lateral acceleration, the comparison object of the lateral acceleration difference can be replaced from the zero point to a numerical range. The judgment process is similar and will not be repeated here.

[0059] S30: If the lateral acceleration difference is greater than a first preset threshold, the crosswind resistance function is activated, wherein the first preset threshold is greater than zero.

[0060] In this embodiment, when the lateral acceleration difference is greater than the first preset threshold, it is determined that the crosswind encountered by the vehicle will significantly reduce the lateral stability of the vehicle. At this time, the control starts the anti-crosswind function to reduce the impact of the crosswind on the lateral stability of the vehicle. The factors considered by the judgment strategy in this step are as follows:

[0061] When the vehicle is traveling straight, the theoretical lateral acceleration is zero, and the actual lateral acceleration is completely determined by external environmental factors such as crosswind and road conditions. The lateral acceleration difference must be greater than zero, and there is no situation where the lateral acceleration difference is less than zero. Therefore, when the lateral acceleration difference is greater than the first preset threshold, it can be judged that the crosswind intensity is high and will significantly reduce the lateral stability of the vehicle.

[0062] Figure 3 A schematic diagram showing a vehicle encountering a crosswind when turning in one embodiment.

[0063] When the vehicle turns, refer to Figure 3When the vehicle turns in the direction A in the figure, that is, when the vehicle turns right, the centrifugal action generates a centrifugal acceleration a1, and the direction of the centrifugal acceleration a1 is opposite to the direction A. The centrifugal acceleration a1 is the theoretical lateral acceleration in the present invention. If the vehicle encounters a crosswind in the direction B in the figure at this time (the direction B is opposite to the direction A and the same as the direction of a1), the lateral acceleration difference a2 obtained by subtracting the theoretical lateral acceleration a1 from the actual lateral acceleration a is greater than zero. Correspondingly, if the vehicle encounters a crosswind in the direction A in the figure at this time, the lateral acceleration difference a2 obtained by subtracting the theoretical lateral acceleration a1 from the actual lateral acceleration a is less than zero. Combined with Figure 3 It is easy to know that a crosswind in the direction of B will increase the centrifugal effect of the vehicle when turning and thus increase the risk of sideslip, while a crosswind in the direction of A will alleviate the centrifugal effect of the vehicle when turning and thus reduce the risk of sideslip. Therefore, there is no need to consider the case where the lateral acceleration difference a2 is less than zero. When the lateral acceleration difference a2 is greater than the first preset threshold, it can be judged that the crosswind intensity is high and will significantly reduce the lateral stability of the vehicle.

[0064] It should be noted that the first preset threshold is set as required, and can minimize the interference of other external environmental factors other than crosswind, and ensure the lateral stability of the vehicle when the anti-crosswind function is not turned on. The present invention is not limited to this. For example, the first preset threshold can be set to 1m / s 2 .

[0065] Therefore, the anti-crosswind function control method of the present invention calculates the lateral acceleration difference by subtracting the theoretical lateral acceleration from the actual lateral acceleration. When the anti-crosswind function is not activated, the lateral acceleration difference can be used to determine whether the vehicle encounters a crosswind, the direction of the crosswind, and the intensity of the crosswind. If the lateral acceleration difference is greater than the first preset threshold, it means that the crosswind encountered by the vehicle will significantly reduce the lateral stability of the vehicle. At this time, the anti-crosswind function is controlled to be activated to reduce the impact of the crosswind on the lateral stability of the vehicle, thereby ensuring driving safety. Otherwise, the anti-crosswind function is not activated to ensure riding comfort under normal working conditions.

[0066] Further, in one embodiment, the step of starting the anti-crosswind function includes:

[0067] Gradually increase the intensity of the anti-crosswind function;

[0068] When the lateral acceleration difference decreases to a second preset threshold, the intensity of the anti-crosswind function stops increasing, wherein the second preset threshold is greater than zero and less than the first preset threshold.

[0069] In this embodiment, as the intensity of the anti-crosswind function gradually increases, the lateral acceleration difference will gradually decrease, indicating that the influence of the crosswind on the lateral stability of the vehicle is gradually reduced. On the one hand, by gradually increasing the intensity of the anti-crosswind function, it is possible to avoid a sudden increase in the lateral stability of the vehicle, causing transient fluctuations in the posture of the entire vehicle. On the other hand, by setting a second preset threshold, it is possible to limit the intensity of the anti-crosswind function, thereby ensuring a certain level of ride comfort while ensuring the lateral stability of the vehicle. The second preset threshold can be set as needed, and it is sufficient to ensure a certain level of ride comfort while ensuring the lateral stability of the vehicle. The present invention is not limited to this. By way of example, the second preset threshold can be set to 0.5m / s 2 .

[0070] It should be noted that the sequence of the flow charts in the present invention does not strictly represent the time sequence of the steps of the control method. Figure 1 In the illustrated embodiment, step S11 and step S12 are not only performed before step S13, but are continuously performed during the entire driving process of the vehicle to obtain the lateral acceleration difference in real time, thereby determining the impact of crosswind on the lateral stability of the vehicle.

[0071] Figure 4 A schematic flow chart of a method for controlling the crosswind resistance function in another embodiment of the present invention is shown.

[0072] Reference Figure 4 In one embodiment, after the step of starting the anti-crosswind function, the method further includes:

[0073] S14: If the lateral acceleration difference is less than a second preset threshold, the crosswind resistance function is turned off.

[0074] In this embodiment, when the intensity of the anti-crosswind function remains unchanged, the reduction in the lateral acceleration difference represents the disappearance of the crosswind. By turning off the anti-crosswind function in this case, it is possible to avoid the anti-crosswind function continuing to work and affecting the ride comfort of the vehicle after the crosswind disappears.

[0075] Optionally, in order to avoid the influence of other external environmental factors other than crosswind on the lateral acceleration difference, step S14 may be set as follows:

[0076] If the lateral acceleration difference is less than a third preset threshold, the crosswind resistance function is turned off, wherein the third preset threshold is greater than zero and less than the second preset threshold.

[0077] Optionally, in order to avoid a sudden decrease in the vehicle's lateral stability causing transient fluctuations in the vehicle's attitude, the steps for shutting down the anti-crosswind function may be set as follows:

[0078] Gradually reduce the intensity of the anti-crosswind function until the anti-crosswind function is completely turned off.

[0079] In this embodiment, the reduction of the intensity of the anti-crosswind function to zero means that the anti-crosswind function is completely turned off.

[0080] Continue to refer to Figure 4 Further, in one embodiment, after the step of starting the anti-crosswind function, the method further includes:

[0081] S15, when the absolute value of the deviation between the actual lateral acceleration difference corresponding to the strength of the first anti-crosswind function and the calibrated lateral acceleration difference is greater than a first deviation threshold, output a fault alarm;

[0082] Or, when the absolute value of the deviation between the actual action intensity of the anti-crosswind function corresponding to a lateral acceleration difference and the calibrated action intensity is greater than a second deviation threshold, a fault alarm is output.

[0083] In this embodiment, before the vehicle actually drives, it is necessary to perform a real vehicle calibration test on the vehicle. At this time, all control modules and execution modules involved in the anti-crosswind function control method can work normally. Under certain crosswind conditions, there is a one-to-one correspondence between the lateral acceleration difference and the intensity of the anti-crosswind function. By fitting multiple groups of point values ​​obtained by the real vehicle calibration test into a curve, the functional relationship between the lateral acceleration difference and the intensity of the anti-crosswind function can be obtained. In this way, based on this functional relationship, a calibrated lateral acceleration difference corresponding to the intensity of the anti-crosswind function, and a calibrated intensity of the anti-crosswind function corresponding to a lateral acceleration difference can be obtained.

[0084] In the actual driving process of the vehicle, affected by the working conditions of the control modules and execution modules involved in the anti-crosswind function control method, under certain crosswind conditions, the corresponding relationship between the lateral acceleration difference and the intensity of the anti-crosswind function will also change. In particular, since the execution action in the anti-crosswind function control method is very fast, the total action duration is usually controlled at the millisecond level, which is much shorter than the continuous action duration of the crosswind, so it can be assumed that the crosswind condition remains unchanged during the entire action process.

[0085] As an optional implementation, the absolute value of the deviation between the actual lateral acceleration difference corresponding to the strength of the anti-crosswind function and the calibrated lateral acceleration difference is used to determine whether the relevant module is working properly. As another optional implementation, the absolute value of the deviation between the actual strength of the anti-crosswind function corresponding to the lateral acceleration difference and the calibrated strength is used to determine whether the relevant module is working properly. If it is determined that there is an abnormality in the relevant module, a fault alarm is output. The driver can turn off the anti-crosswind function according to the fault alarm and inspect and maintain the relevant module as soon as possible. It is also possible to further set the anti-crosswind function to be automatically turned off while outputting the fault alarm on the basis of this step.

[0086] It should be noted that the first deviation threshold and the second deviation threshold are set as needed, and can indicate that there is an abnormality in the relevant module, and the present invention is not limited to this. Depending on the deviation calculation formula (absolute deviation value, relative deviation value), the absolute value of the deviation can be the same as the unit of the calculation value or a percentage. For example, the first deviation threshold and the second deviation threshold can both be set to 10%, and the deviation calculation formula is (actual value-calibrated value) / calibrated value×100%.

[0087] Figure 5 A schematic flow chart of a method for controlling the crosswind resistance function in another embodiment of the present invention is shown.

[0088] Reference Figure 5 In one embodiment, the anti-crosswind function control method comprises the following steps:

[0089] S21, when the ABS function and / or VDC function of the vehicle is activated, disabling the crosswind resistance function;

[0090] In this embodiment, the vehicle's ABS (Anti-skid Braking System) function and VDC (Vehicle Dynamics Control) function are safety functions that ensure that the vehicle does not skid or lose stability, and they have high priority. If at least one of these two functions is triggered, the anti-crosswind function is disabled to avoid conflicts between the execution of the anti-crosswind function and the execution of the ABS function and the VDC function.

[0091] S22: When the absolute value of the steering wheel angle is greater than the angle threshold and / or the absolute value of the steering wheel speed is greater than the speed threshold, disabling the crosswind resistance function.

[0092] In this embodiment, when driving the vehicle, turning the steering wheel at a large angle or quickly is generally done on special roads or in emergency conditions. At this time, the main focus is on ensuring the vehicle's maneuverability to avoid the activation of the anti-crosswind function affecting the vehicle's maneuverability and causing a safety accident.

[0093] The analysis of steps S23 to S25 may refer to the analysis of steps S11 to S13 in the above-mentioned embodiment, and will not be elaborated here.

[0094] It should be noted that when the crosswind resistance function is not activated, if the disabling conditions in step S21 and step S22 are met, the crosswind resistance function is not activated even if the lateral acceleration difference is greater than the first preset threshold. After the crosswind resistance function is activated, if the disabling conditions are met, the crosswind resistance function is turned off. After the disabling is lifted, the judgment process of step S25 is performed again to determine whether the crosswind resistance function needs to be activated.

[0095] In a second aspect, an embodiment of the present invention further provides an anti-crosswind function control device.

[0096] Figure 6 A schematic diagram showing the connection between the anti-crosswind function control device and the vehicle in one embodiment of the present invention is shown.

[0097] Reference Figure 6 In one embodiment, the anti-crosswind function control device includes an acquisition module 101, a difference calculation module 102 and a control module 103. The acquisition module 101 is used to acquire the actual lateral acceleration and the theoretical lateral acceleration of the vehicle. The difference calculation module 102 is used to calculate the lateral acceleration difference by subtracting the theoretical lateral acceleration from the actual lateral acceleration. The control module 103 is used to start the anti-crosswind function if the lateral acceleration difference is greater than a first preset threshold, wherein the first preset threshold is greater than 0.

[0098] Furthermore, in one embodiment, the acquisition module 101 is used to:

[0099] The actual lateral acceleration is measured by the inertial sensor;

[0100] The steering wheel angle and wheel speed are measured by a steering wheel angle sensor and a wheel speed sensor;

[0101] Based on the theoretical kinematic model of the vehicle, the theoretical lateral acceleration corresponding to the steering wheel angle and wheel speed is calculated.

[0102] Specifically, refer to Figure 3 and Figure 5 In this embodiment, the vehicle is provided with an inertial sensor 201, a steering wheel angle sensor 202 and a wheel speed sensor 203. The acquisition module 101 is connected with the inertial sensor 201, the steering wheel angle sensor 202 and the wheel speed sensor 203 to acquire the actual lateral acceleration, the steering wheel angle and the wheel speed.

[0103] Furthermore, in one embodiment, a first adjustable shock absorber 204 and a second adjustable shock absorber 205 are respectively provided on both sides of the vehicle. The control module 103 is connected to the first adjustable shock absorber 204 and the second adjustable shock absorber 205 to adjust the damping force of the first adjustable shock absorber 204 and the second adjustable shock absorber 205, thereby realizing the crosswind resistance function. Figure 3For example, assuming that when the vehicle turns in direction A and encounters a crosswind in direction B, the control module 103 controls the adjustable shock absorber on the windward side to increase the restoring damping force (tensile damping force), and controls the adjustable shock absorber on the leeward side to increase the compression damping force, thereby improving the lateral stability of the vehicle. When it is recognized that the crosswind has subsided, the adjustable shock absorbers on the windward side and the leeward side return to the system set damping force. The windward side and the leeward side of the vehicle can be determined based on the direction of the actual lateral acceleration a of the vehicle. In particular, in this embodiment, the intensity of an anti-crosswind function corresponds to a restoring damping force increment and a compression damping force increment. The greater the intensity of the action, the greater the restoring damping force increment and the compression damping force increment.

[0104] Furthermore, in one embodiment, the anti-crosswind function control device further includes a starting module, which is used to:

[0105] Gradually increase the intensity of the anti-crosswind function;

[0106] When the lateral acceleration difference decreases to a second preset threshold, the intensity of the anti-crosswind function stops increasing, wherein the second preset threshold is greater than zero and less than the first preset threshold.

[0107] Furthermore, in one embodiment, the control module 103 is also used for:

[0108] If the lateral acceleration difference is less than the second preset threshold, the crosswind resistance function is turned off.

[0109] Furthermore, in one embodiment, the anti-crosswind function control device further includes a closing module, which is used to:

[0110] Gradually reduce the intensity of the anti-crosswind function until the anti-crosswind function is completely turned off.

[0111] Furthermore, in one embodiment, the anti-crosswind function control device further includes a verification module, which is used to:

[0112] When the absolute value of the deviation between the actual lateral acceleration difference corresponding to the strength of the first anti-crosswind function and the calibrated lateral acceleration difference is greater than a first deviation threshold, a fault alarm is output;

[0113] Or, when the absolute value of the deviation between the actual action intensity of the anti-crosswind function corresponding to a lateral acceleration difference and the calibrated action intensity is greater than a second deviation threshold, a fault alarm is output.

[0114] Furthermore, in one embodiment, the anti-crosswind function control device further includes a first disabling module, which is used to:

[0115] When the vehicle's ABS function and / or VDC function is activated, the crosswind protection function is disabled.

[0116] Furthermore, in one embodiment, the anti-crosswind function control device further includes a second disabling module, which is used to:

[0117] When the absolute value of the steering wheel angle is greater than the angle threshold and / or the absolute value of the steering wheel speed is greater than the speed threshold, the crosswind resistance function is disabled.

[0118] Among them, the functional implementation of each module in the above-mentioned anti-crosswind function control device corresponds to the various steps in the above-mentioned anti-crosswind function control method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0119] In a third aspect, an embodiment of the present invention provides an anti-crosswind function control device, which may be a device with data processing function such as a personal computer (PC), a laptop computer, or a server.

[0120] Figure 7 The figure is a schematic diagram of the hardware structure of the anti-crosswind function control device in one embodiment of the present invention.

[0121] Reference Figure 7 In an embodiment of the present invention, the anti-crosswind function control device may include a processor 1001 (e.g., a central processing unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components; the user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard); the network interface 1004 may optionally include a standard wired interface, a wireless interface (such as wireless fidelity WIreless-FIdelity, WI-FI interface); the memory 1005 may be a high-speed random access memory (random access memory, RAM), or a stable memory (non-volatile memory), such as a disk storage, and the memory 1005 may optionally be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that Figure 7 The hardware structure shown in the figure does not constitute a limitation of the present invention, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0122] Continue to refer to Figure 7 , Figure 7The memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and an anti-crosswind function control program. The processor 1001 may call the anti-crosswind function control program stored in the memory 1005 and execute the anti-crosswind function control method provided in the embodiment of the present invention.

[0123] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0124] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0125] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present invention.

[0126] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for controlling a crosswind resistance function, characterized in that: The anti-crosswind function control method comprises: Obtain the actual lateral acceleration and theoretical lateral acceleration of the vehicle; Subtracting the theoretical lateral acceleration from the actual lateral acceleration to obtain a lateral acceleration difference; If the lateral acceleration difference is greater than a first preset threshold, the crosswind resistance function is activated, wherein the first preset threshold is greater than zero; The steps of starting the anti-crosswind function include: gradually increasing the intensity of the anti-crosswind function; When the lateral acceleration difference decreases to a second preset threshold, stopping increasing the intensity of the anti-crosswind function, wherein the second preset threshold is greater than zero and less than the first preset threshold; After starting the anti-crosswind function, the steps also include: When the absolute value of the deviation between the actual lateral acceleration difference corresponding to the action strength of an anti-crosswind function and the calibrated lateral acceleration difference is greater than a first deviation threshold, a fault alarm is output; or, when the absolute value of the deviation between the actual action strength of the anti-crosswind function corresponding to a lateral acceleration difference and the calibrated action strength is greater than a second deviation threshold, a fault alarm is output.

2. The method for controlling the crosswind resistance function according to claim 1, characterized in that: After starting the anti-crosswind function, the steps also include: If the lateral acceleration difference is less than the second preset threshold, the anti-crosswind function is turned off.

3. The method for controlling the crosswind resistance function according to claim 2, characterized in that: Therefore, the steps of turning off the anti-crosswind function include: The intensity of the anti-crosswind function is gradually reduced until the anti-crosswind function is completely turned off.

4. The method for controlling the crosswind resistance function according to claim 1, characterized in that: The anti-crosswind function control method also includes: When the ABS function and / or the VDC function of the vehicle is activated, the anti-crosswind function is disabled.

5. The method for controlling the anti-crosswind function according to claim 1, characterized in that: The anti-crosswind function control method also includes: When the absolute value of the steering wheel angle is greater than the angle threshold and / or the absolute value of the steering wheel speed is greater than the speed threshold, the anti-crosswind function is disabled.

6. The method for controlling the anti-crosswind function according to claim 1, characterized in that: The step of obtaining the actual lateral acceleration and theoretical lateral acceleration of the vehicle comprises: Measuring the actual lateral acceleration by an inertial sensor; The steering wheel angle and wheel speed are measured by a steering wheel angle sensor and a wheel speed sensor; The theoretical lateral acceleration corresponding to the steering wheel angle and the wheel speed is calculated based on a vehicle theoretical kinematic model.

7. A crosswind resistance control device, characterized in that: The anti-crosswind function control device comprises: An acquisition module, used for acquiring actual lateral acceleration and theoretical lateral acceleration of the vehicle; A difference calculation module, used for calculating a lateral acceleration difference by subtracting the theoretical lateral acceleration from the actual lateral acceleration; A control module, configured to activate a crosswind resistance function if the lateral acceleration difference is greater than a first preset threshold, wherein the first preset threshold is greater than zero; A start module, used for gradually increasing the strength of the anti-crosswind function, and stopping increasing the strength of the anti-crosswind function when the lateral acceleration difference decreases to a second preset threshold, wherein the second preset threshold is greater than zero and less than the first preset threshold; The verification module is used to output a fault alarm when the absolute value of the deviation between the actual lateral acceleration difference corresponding to the action strength of an anti-crosswind function and the calibrated lateral acceleration difference is greater than a first deviation threshold; or when the absolute value of the deviation between the actual action strength of the anti-crosswind function corresponding to a lateral acceleration difference and the calibrated action strength is greater than a second deviation threshold, output a fault alarm.

8. A crosswind resistance control device, characterized in that: The anti-crosswind function control device includes a processor, a memory, and an anti-crosswind function control program stored in the memory and executable by the processor, wherein when the anti-crosswind function control program is executed by the processor, the steps of the anti-crosswind function control method as described in any one of claims 1 to 6 are implemented.

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