A control system and method for improving the ability of a car to resist crosswinds

Abstract

The present invention discloses a control system and method for improving a vehicle's ability to resist crosswinds. The adaptive cruise control system is used to measure the longitudinal distance, lateral distance, relative speed, and real-time speed of the vehicle and the oncoming vehicle, and calculates the time of meeting based on the relative speed and longitudinal distance between the vehicle and the oncoming vehicle, and calculates the time period of meeting based on the real-time speed and the relative speed between the vehicle and the oncoming vehicle. The variable damping shock absorber control module is used to calculate the damping value required for the shock absorber during the meeting process based on the lateral distance and relative speed between the vehicle and the oncoming vehicle, and controls the damping of the variable damping shock absorber during the meeting process based on the meeting time, meeting time, and the damping value required for the shock absorber during the meeting process. The present invention can identify the meeting time and relative speed through the adaptive cruise control system, adjust the variable damping shock absorber in advance, and improve the damping, thereby reducing the interference of crosswind on vehicle body roll during the meeting.

Description

Technical Field

[0001] The present invention relates to the field of automobile suspension control, and in particular to a control system and method for improving the ability of an automobile to resist crosswinds. Background Art

[0002] The active suspension system can adjust the strength of the suspension damping in real time based on the vehicle's driving state. The adaptive cruise control system is a primary driver assistance system that uses various sensors on the vehicle to sense the surrounding environment and collect data at any time while the car is driving.

[0003] There is currently no method to deal with crosswinds when passing other vehicles. Therefore, when vehicles meet during driving, the greater the speed difference, the greater the impact of the airflow on the stability of the vehicle body, the body will tilt, resulting in reduced driver confidence and affecting driving comfort. Summary of the Invention

[0004] The purpose of the present invention is to provide a control system and method for improving the ability of a car to resist crosswinds. This method uses the existing configuration of the vehicle and increases the damping so that more energy brought to the car body by the airflow is absorbed by the shock absorber, reducing the shaking of the car body and improving the stability of the vehicle when meeting other cars, without increasing costs.

[0005] To achieve this purpose, the present invention provides a control system for improving the ability of a car to resist crosswinds, which includes an adaptive cruise control system and a variable damping shock absorber control module;

[0006] The adaptive cruise control system is used to measure the longitudinal and lateral distances between the host vehicle and the oncoming vehicle, the host vehicle's real-time speed, and the relative speed between the host vehicle and the oncoming vehicle. It also calculates the meeting time based on the relative speed and longitudinal distance between the host vehicle and the oncoming vehicle, and the meeting time based on the host vehicle's real-time speed and the relative speed between the host vehicle and the oncoming vehicle.

[0007] The variable damping shock absorber control module is used to calculate the damping value required by the shock absorber during oncoming traffic based on the lateral distance between the own vehicle and the oncoming vehicle and the relative speed between the own vehicle and the oncoming vehicle;

[0008] The variable damping shock absorber control module is also used to control the damping of the variable damping shock absorber during the meeting process according to the meeting time, the meeting time period, and the damping value required by the shock absorber during the meeting.

[0009] Furthermore, the meeting process includes a meeting time T, a pre-meeting time period T1, a meeting time period T2, and a post-meeting time period T3.

[0010] Furthermore, the adaptive cruise system is an L1 or higher adaptive cruise system.

[0011] Furthermore, the meeting time T is calculated according to the longitudinal distance between the host vehicle and the oncoming vehicle and the relative speed between the host vehicle and the oncoming vehicle using the following formula:

[0012] T = L / V1;

[0013] Wherein, L is the longitudinal distance between the front of the own vehicle and the oncoming vehicle, and V1 is the relative speed between the own vehicle and the oncoming vehicle.

[0014] Furthermore, the process of controlling the damping of the variable damping shock absorber during the meeting process according to the meeting time, the meeting time period, and the damping value of the shock absorber required during the meeting is as follows: the damping of the variable damping shock absorber is increased in the time period before the meeting T1, and is increased to the damping value required for the shock absorber during the meeting at the meeting time T, and the damping value required for the shock absorber during the meeting is maintained in the meeting time period T2, and the damping value of the variable damping shock absorber is reduced in the time period after the meeting T3, and the damping value is returned to the damping value during normal vehicle driving in the time period after the meeting T3.

[0015] Furthermore, the pre-meeting time period T1 is the response time required for the variable damping shock absorber to increase its damping value from the damping value during normal vehicle driving to the damping value required for the shock absorber to meet the vehicle, and the post-meeting time period T3 is the time required for the variable damping shock absorber to decrease its damping value from the damping value required for the shock absorber to meet the vehicle to the damping value during normal vehicle driving.

[0016] Furthermore, the specific method for obtaining the meeting time period T2 according to the real-time speed of the vehicle and the relative speed between the vehicle and the oncoming vehicle is:

[0017] T2=K1V1+K2V2;

[0018] Among them, K1 is the first calibration quantity, K2 is the second calibration quantity, V1 is the relative speed between the vehicle and the oncoming vehicle, and V2 is the real-time speed of the vehicle.

[0019] Furthermore, the specific calculation method of the damping value required by the shock absorber in the vehicle meeting is:

[0020] C=(C2-C1)V1K3 / V X +(C2-C1)K4 / L2;

[0021] Among them, K3 is the third calibration quantity, K4 is the fourth calibration quantity, C1 is the damping of the vehicle during normal driving, C2 is the maximum damping of the shock absorber, V X is the maximum speed of the vehicle, V1 is the relative speed between the vehicle and the oncoming vehicle, L2 is the lateral distance between the vehicle and the oncoming vehicle, and C is the damping value required by the shock absorber in oncoming traffic.

[0022] The method for improving the crosswind resistance of an automobile designed based on the control system for improving the crosswind resistance of an automobile comprises the following steps:

[0023] Calculate the longitudinal and lateral distances between the vehicle and the oncoming vehicle, the vehicle's real-time speed, and the relative speed between the vehicle and the oncoming vehicle. Calculate the meeting time based on the relative speed and longitudinal distance between the vehicle and the oncoming vehicle. Calculate the meeting time based on the vehicle's real-time speed and the relative speed between the vehicle and the oncoming vehicle.

[0024] Calculate the damping value required for the shock absorber during oncoming traffic based on the lateral distance between the own vehicle and the oncoming vehicle and the relative speed between the own vehicle and the oncoming vehicle;

[0025] According to the meeting time, the meeting time period and the damping value required by the shock absorber during the meeting, the damping of the variable damping shock absorber is controlled during the meeting process.

[0026] The beneficial effects of this invention are as follows: When vehicles meet, the greater the speed difference, the greater the impact of airflow on vehicle stability, causing the vehicle to roll, which can reduce driver confidence and cause vehicle sway, impacting ride comfort. For vehicles equipped with variable damping shock absorbers and adaptive cruise control, the adaptive cruise system can identify the time of approach and relative speed before merging, pre-adjusting the variable damper to increase damping and reduce the impact of crosswind on vehicle roll during merging. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a structural schematic diagram of the present invention;

[0028] Figure 2 It is a time and damping curve diagram of the present invention. DETAILED DESCRIPTION

[0029] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0030] A specific embodiment of a control system designed by the present invention to improve the ability of a car to resist crosswinds:

[0031] Example 1

[0032] like Figure 1 A control system for improving a car's ability to resist crosswinds is shown, comprising an adaptive cruise control system and a variable damping shock absorber control module;

[0033] The adaptive cruise control system is used to measure the longitudinal and lateral distances between the host vehicle and the oncoming vehicle, the host vehicle's real-time speed, and the relative speed between the host vehicle and the oncoming vehicle. It also calculates the meeting time based on the relative speed and longitudinal distance between the host vehicle and the oncoming vehicle, and the meeting time based on the host vehicle's real-time speed and the relative speed between the host vehicle and the oncoming vehicle.

[0034] The variable damping shock absorber control module is used to calculate the damping value required by the shock absorber during oncoming traffic based on the lateral distance between the own vehicle and the oncoming vehicle and the relative speed between the own vehicle and the oncoming vehicle;

[0035] The variable damping shock absorber control module is also used to control the damping of the variable damping shock absorber during the meeting process according to the meeting time, the meeting time period, and the damping value required by the shock absorber during the meeting.

[0036] In the above technical solution, the meeting process includes the meeting time T, the pre-meeting time period T1, the meeting time period T2, and the post-meeting time period T3. The pre-meeting time period T1 is determined by the response speed and response time of the shock absorber increasing the damping value to the damping value required for the meeting. The post-meeting time period T3 is determined by the response speed and response time of the shock absorber decreasing the damping value to the damping value required for normal vehicle driving.

[0037] The adaptive cruise control system in the above technical solution is an L1 or higher adaptive cruise control system. L1 is a basic adaptive cruise control system that uses various sensors on the vehicle to sense the surrounding environment at all times while the vehicle is in motion, collecting and processing data. The collected data includes the longitudinal and lateral distances between the vehicle and the oncoming vehicle, the vehicle's real-time speed, and the relative speed between the vehicle and the oncoming vehicle. Furthermore, the system can calculate the meeting time based on the relative speed and longitudinal distance between the vehicle and the oncoming vehicle, and the meeting time based on the vehicle's real-time speed and the relative speed between the vehicle and the oncoming vehicle.

[0038] The meeting time T in the above technical solution is calculated according to the longitudinal distance between the own vehicle and the oncoming vehicle and the relative speed between the own vehicle and the oncoming vehicle using the following formula:

[0039] T = L / V1;

[0040] Wherein, L is the longitudinal distance between the front of the own vehicle and the oncoming vehicle, and V1 is the relative speed between the own vehicle and the oncoming vehicle.

[0041] In the above technical solution, according to the time of meeting, the time period of meeting and the damping value required by the shock absorber during meeting, the process of controlling the damping of the variable damping shock absorber during the meeting process is as follows: Figure 2As shown, the damping of the variable damping shock absorber is increased in the time period before meeting the vehicle T1, and is increased to the damping value required for the shock absorber meeting the vehicle at the meeting time T. The damping value required for the shock absorber meeting the vehicle is maintained in the meeting time period T2. The damping value of the variable damping shock absorber is reduced in the time period after meeting the vehicle T3, and is returned to the damping value during normal vehicle driving in the time period after meeting the vehicle T3.

[0042] At the meeting time T, the host vehicle and the oncoming vehicle begin to meet. During the meeting time period T2, the greater the speed difference between the host vehicle and the oncoming vehicle, the greater the impact of the airflow on the stability of the vehicle body, and the vehicle body will tilt. The shock absorber can offset the impact of the airflow generated when the host vehicle and the oncoming vehicle meet on the stability of the vehicle body by maintaining the high damping value required during the meeting, thereby keeping the vehicle body stable.

[0043] In the above technical solution, the pre-meeting time period T1 is the response time required for the variable damping shock absorber to increase its damping value from the damping value during normal vehicle driving to the damping value required for the shock absorber to meet the vehicle, and the post-meeting time period T3 is the time required for the variable damping shock absorber to decrease its damping value from the damping value required for the shock absorber to meet the vehicle to the damping value during normal vehicle driving.

[0044] Because the shock absorber's damping increase isn't sudden, it takes a certain amount of time for the damping value to reach the desired level during a passing encounter. Therefore, the pre-passing time T1 is advanced to the passing time T1 to allow the damping value to reach the desired level during a passing encounter. Similarly, the post-passing time T3 is the time it takes for the damping value to decrease to the level required for normal vehicle driving. The response time of shock absorbers varies from vehicle to vehicle, depending on the absorber's characteristics.

[0045] In the above technical solution, the specific method for obtaining the meeting time period T2 according to the real-time speed of the own vehicle and the relative speed between the own vehicle and the oncoming vehicle is as follows:

[0046] T2=K1V1+K2V2;

[0047] K1 is the first calibration quantity, and K2 is the second calibration quantity. Calibration is performed at a test site using repeated simulations of meeting conditions and based on subjective evaluation. Generally, K1 is set to 0.005 and K2 to 0.003. V1 is the relative speed between the host vehicle and the oncoming vehicle, and V2 is the host vehicle's real-time speed. The impact of airflow generated during a meeting on vehicle dynamics is related to the speed of the host vehicle and the oncoming vehicle. The faster the speeds of the host vehicle and the oncoming vehicle, the greater the impact, requiring longer periods of high damping to offset the impact of the airflow generated by the meeting on vehicle stability. During the meeting process, the first calibration quantity, K1, and the second calibration quantity, K2, are used to reflect the degree to which the relative speed of the host vehicle and the oncoming vehicle and the host vehicle's real-time speed affect the duration of the meeting time period, T2.

[0048] In the above technical solution, the specific calculation method of the damping value required by the shock absorber in the vehicle-on-vehicle collision is:

[0049] C=(C2-C1)V1K3 / V X +(C2-C1)K4 / L2;

[0050] Among them, K3 is the third calibration value and K4 is the fourth calibration value. The calibration value is repeatedly simulated in the test site under the condition of passing vehicles and calibrated according to subjective evaluation. Under normal circumstances, K3 is 0.8 and K4 is 0.5. C1 is the damping of the vehicle during normal driving, C2 is the maximum damping of the shock absorber, and V X is the vehicle's maximum speed, V1 is the relative speed between the host vehicle and the oncoming vehicle, L2 is the lateral distance between the host vehicle and the oncoming vehicle, and C is the damping value required for the shock absorber during meeting. During driving, the higher the relative speed between the host vehicle and the oncoming vehicle, the greater the damping; the closer the lateral distance between the host vehicle and the oncoming vehicle, the greater the damping. The third and fourth calibration quantities, K3, and K4, reflect the degree to which the relative speed and lateral distance between the host vehicle and the oncoming vehicle affect vehicle stability. Because meeting processes vary depending on road conditions, individual driver differences, and the relative speed and lateral distance between the host vehicle and the oncoming vehicle, it is necessary to simulate the meeting process at a test site and subjectively determine the appropriate third and fourth calibration quantities, K3, and K4, to minimize the impact of airflow generated during the meeting on vehicle stability.

[0051] Example 2

[0052] The method for improving the crosswind resistance of an automobile designed based on the above-mentioned system for improving the crosswind resistance of an automobile by using a vector drive system comprises the following steps:

[0053] Calculate the longitudinal and lateral distances between the vehicle and the oncoming vehicle, the vehicle's real-time speed, and the relative speed between the vehicle and the oncoming vehicle. Calculate the meeting time based on the relative speed and longitudinal distance between the vehicle and the oncoming vehicle. Calculate the meeting time based on the vehicle's real-time speed and the relative speed between the vehicle and the oncoming vehicle.

[0054] Calculate the damping value required for the shock absorber during oncoming traffic based on the lateral distance between the own vehicle and the oncoming vehicle and the relative speed between the own vehicle and the oncoming vehicle;

[0055] According to the meeting time, the meeting time period and the damping value required by the shock absorber during the meeting, the damping of the variable damping shock absorber is controlled during the meeting process.

[0056] Example 3

[0057] The present invention also includes a computer program product, comprising a computer program / instruction, which, when executed by a processor, implements the steps of the above-mentioned method for improving the ability of an automobile to resist crosswinds.

[0058] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. A control system for improving a car's ability to resist crosswinds, characterized by: It includes adaptive cruise control, variable damper control module; The adaptive cruise control system is used to measure the longitudinal and lateral distances between the host vehicle and the oncoming vehicle, the host vehicle's real-time speed, and the relative speed between the host vehicle and the oncoming vehicle. It also calculates the meeting time based on the relative speed and longitudinal distance between the host vehicle and the oncoming vehicle, and the meeting time based on the host vehicle's real-time speed and the relative speed between the host vehicle and the oncoming vehicle. The variable damping shock absorber control module is used to calculate the damping value required for the shock absorber during oncoming traffic based on the lateral distance between the vehicle and the oncoming vehicle and the relative speed between the vehicle and the oncoming vehicle: C=(C2-C1)V1K3 / V X +(C2-C1)K4 / L2; K3 and K4 are calibration values, K3 is the third calibration value, K4 is the fourth calibration value, C1 is the damping of the vehicle during normal driving, C2 is the maximum damping of the shock absorber, V X is the maximum speed of the vehicle, V1 is the relative speed between the own vehicle and the oncoming vehicle, L2 is the lateral distance between the own vehicle and the oncoming vehicle, and C is the damping value required by the shock absorber in oncoming traffic; The variable damping shock absorber control module is further configured to control the damping of the variable damping shock absorber during the meeting process according to the meeting time, the meeting time period, and the damping value required for the shock absorber during the meeting: the damping of the variable damping shock absorber is increased in the time period T1 before the meeting, and is increased to the damping value required for the shock absorber during the meeting at the meeting time T, and the damping value required for the shock absorber during the meeting is maintained in the meeting time period T2, and the damping value of the variable damping shock absorber is reduced in the time period T3 after the meeting, and is returned to the damping value during normal vehicle driving in the time period T3 after the meeting.

2. The control system for improving the ability of a vehicle to resist crosswinds according to claim 1, characterized in that: The meeting process includes the meeting time T, the pre-meeting time period T1, the meeting time period T2 and the post-meeting time period T3.

3. The control system for improving the ability of a vehicle to resist crosswinds according to claim 1, characterized in that: The adaptive cruise control system is an adaptive cruise control system at level 1 or above.

4. The control system for improving the ability of a vehicle to resist crosswinds according to claim 2, characterized in that: The meeting time T is calculated according to the longitudinal distance between the host vehicle and the oncoming vehicle and the relative speed between the host vehicle and the oncoming vehicle using the following formula: T=L / V1; Wherein, L is the longitudinal distance between the front of the own vehicle and the oncoming vehicle, and V1 is the relative speed between the own vehicle and the oncoming vehicle.

5. The control system for improving the ability of a vehicle to resist crosswinds according to claim 2, characterized in that: The pre-meeting time period T1 is the response time required for the variable damping shock absorber to increase its damping value from the damping value during normal vehicle driving to the damping value required for the shock absorber to meet the vehicle, and the post-meeting time period T3 is the time required for the variable damping shock absorber to decrease its damping value from the damping value required for the shock absorber to meet the vehicle to the damping value during normal vehicle driving.

6. The control system for improving the ability of a vehicle to resist crosswinds according to claim 5, characterized in that: The specific method for obtaining the meeting time period T2 based on the real-time speed of the own vehicle and the relative speed of the own vehicle and the oncoming vehicle is as follows: T2=K1V1+K2V2; Among them, K1 and K2 are calibration quantities, K1 is the first calibration quantity, K2 is the second calibration quantity, V1 is the relative speed between the vehicle and the oncoming vehicle, and V2 is the real-time speed of the vehicle.

7. A method for improving the ability of an automobile to resist crosswinds based on the control system for improving the ability of an automobile to resist crosswinds according to any one of claims 1 to 6, characterized in that: The steps include: Calculate the longitudinal and lateral distances between the vehicle and the oncoming vehicle, the vehicle's real-time speed, and the relative speed between the vehicle and the oncoming vehicle. Calculate the meeting time based on the relative speed and longitudinal distance between the vehicle and the oncoming vehicle. Calculate the meeting time based on the vehicle's real-time speed and the relative speed between the vehicle and the oncoming vehicle. Calculate the damping value required for the shock absorber during oncoming traffic based on the lateral distance between the own vehicle and the oncoming vehicle and the relative speed between the own vehicle and the oncoming vehicle; According to the meeting time, the meeting time period and the damping value required by the shock absorber during the meeting, the damping of the variable damping shock absorber is controlled during the meeting process.

8. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to claim 7 are implemented.

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