Anti-crosswind method and system, controller, medium and vehicle

Abstract

The invention relates to the technical field of automobile chassis dynamics control, in particular to an anti-crosswind method and system through wheel steering compensation, a controller, a medium and a vehicle. Calculating to obtain a front wheel control rotation angle under the real-time longitudinal vehicle speed and the real-time front wheel rotation angle, calculating to obtain the real-time compensation amount of vehicle front wheels according to the front wheel control rotation angle and the real-time front wheel rotation angle, generating a current trigger instruction according to the real-time compensation amount when a compensation condition is triggered, and controlling to execute the current trigger instruction. And the turning angle of the front wheel of the vehicle is compensated, the compensated turning angle is obtained, and the front wheel of the vehicle runs at the compensated turning angle. According to the method, the corresponding compensation condition is set, when the compensation condition is triggered, the current trigger instruction is generated, the current trigger instruction is controlled to be executed, and the rotation angle of the front wheels of the vehicle is compensated, so that the vehicle can resist the influence of the crosswind, that is, when the compensation condition is not triggered, the corresponding control instruction is not generated; and communication network resources and computing power resources are saved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile chassis dynamics control, and in particular to a side wind resistance method, system, controller, medium and vehicle. Background Art

[0002] At present, the field of vehicle dynamics control has attracted a lot of research, aiming to improve the driving stability of the vehicle by actively controlling the vehicle's braking, steering, and suspension systems. Among them, anti-crosswind stability control is an important part. In the prior art, anti-crosswind stability control generally uses adaptive PID control. Through front wheel angle control, the vehicle tracks the ideal yaw rate and center of mass sideslip angle, thereby compensating for the interference of side wind on the vehicle's motion state. However, the algorithm is a periodic time trigger control, and each cycle is calculating and transmitting data, which puts a heavy burden on the vehicle's network and controller computing power. Therefore, in the process of anti-crosswind stability control, how to effectively save communication network resources and computing power resources is an urgent problem to be solved. Summary of the invention

[0003] In view of this, an embodiment of the present invention provides a side wind resistance method, system, controller, medium and vehicle to solve the problem of heavy computing power burden on the vehicle's network and controller during the side wind resistance stability control process.

[0004] In a first aspect, an embodiment of the present invention provides a method for resisting side wind by wheel steering compensation, comprising: Collecting the real-time longitudinal speed and the real-time front wheel angle of the vehicle, calculating the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle, and calculating the real-time compensation amount of the front wheel of the vehicle according to the front wheel control angle and the real-time front wheel angle; A compensation condition for compensating the front wheel steering angle is obtained. When the compensation condition is triggered, a current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain a compensated steering angle, so that the vehicle travels at the compensated steering angle.

[0005] In a second aspect, an embodiment of the present invention provides an anti-sidewind system through wheel steering compensation, comprising: a calculation module, used for collecting the real-time longitudinal speed and the real-time front wheel angle of the vehicle, calculating the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle, and calculating the real-time compensation amount of the front wheel of the vehicle according to the front wheel control angle and the real-time front wheel angle; The control module is used to obtain a compensation condition for compensating the front wheel steering angle. When the compensation condition is triggered, a current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain a compensated steering angle, so that the vehicle travels at the compensated steering angle.

[0006] In a third aspect, an embodiment of the present invention provides a controller, comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the controller is used to execute the above-mentioned method for resisting side wind by wheel steering compensation.

[0007] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and wherein the computer program is executed by a processor to implement the above-mentioned method for resisting side wind by wheel steering compensation.

[0008] In a fifth aspect, an embodiment of the present invention provides a vehicle, comprising the anti-side wind system through wheel steering compensation as described in the second aspect above.

[0009] Compared with the prior art, the present invention has the following beneficial effects: The real-time longitudinal speed and real-time front wheel angle of the vehicle are collected, and the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle is calculated. According to the front wheel control angle and the real-time front wheel angle, the real-time compensation amount of the front wheel of the vehicle is calculated, and the compensation condition for compensating the front wheel angle is obtained. When the compensation condition is triggered, the current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate the steering angle of the front wheel of the vehicle to obtain the compensated steering angle, so that the front wheel of the vehicle travels at the compensated steering angle. In the present application, the corresponding compensation condition is set, and when the compensation condition is triggered, the current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate the steering angle of the front wheel of the vehicle, that is, when the compensation condition is not triggered, the corresponding control instruction is not generated, which saves communication network resources and computing power resources. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0011] Figure 1 It is a flow chart of a method for resisting side wind by wheel steering compensation provided in the first embodiment of the present invention; Figure 2It is a schematic diagram of simulation of lateral displacement of a vehicle with or without a side wind compensation strategy provided by the second embodiment of the present invention; Figure 3 This is a result diagram of triggering computing power during a conventional side wind compensation based on cycle time control provided in the third embodiment of the present invention; Figure 4 This is a result diagram of triggering computing power when the side wind resistance method through wheel steering compensation based on the present invention is provided in the fourth embodiment of the present invention; Figure 5 An embodiment of the present invention provides an anti-sidewind system through wheel steering compensation; Figure 6 is a schematic diagram of the structure of a controller provided by an embodiment of the present invention; Figure 7 It is a structural schematic diagram of a vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0012] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present invention. However, it should be clear to those skilled in the art that the present invention may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, systems, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present invention.

[0013] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0014] It should also be understood that the term "and / or" used in the present description and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0015] As used in the present specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]", depending on the context.

[0016] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0017] References to "one embodiment" or "some embodiments" etc. described in the present specification mean that one or more embodiments of the present invention include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0018] It should be understood that the order of execution of the steps in the following embodiments does not imply a precedence of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0019] In order to illustrate the technical solution of the present invention, specific embodiments are provided below for illustration.

[0020] See also Figure 1 , is a flow chart of a method for resisting side wind by wheel steering compensation provided in Embodiment 1 of the present invention, such as Figure 1 As shown, the method for resisting side wind by wheel steering compensation may include the following steps.

[0021] S101: collecting the real-time longitudinal speed and the real-time front wheel angle of the vehicle, calculating the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle, and calculating the real-time compensation amount of the front wheel of the vehicle according to the front wheel control angle and the real-time front wheel angle.

[0022] In step S101, the real-time longitudinal speed and real-time front wheel turning angle of the vehicle are collected, and the expected center of mass sideslip angle and the expected yaw rate are calculated, and the deviation is calculated from the actual center of mass sideslip angle and the actual yaw rate actually collected, and then the front wheel control angle under the real-time longitudinal speed and the real-time front wheel turning angle is calculated, wherein the front wheel control angle is a predicted value calculated based on the longitudinal speed and the front wheel turning angle, and is used to compare with the actual real-time front wheel turning angle collected, and the real-time compensation amount of the vehicle's front wheels is calculated, that is, the angle difference between the front wheel control angle and the real-time front wheel turning angle.

[0023] In this embodiment, the real-time longitudinal speed, real-time front wheel turning angle, real-time center of mass sideslip angle and real-time yaw rate of the vehicle are collected. When collecting, sensors can be used for collection, such as using a speed sensor to collect the real-time longitudinal speed of the vehicle, using an angle sensor to collect the real-time front wheel turning angle, and using an inertial measurement unit to collect the real-time actual center of mass sideslip angle and actual yaw rate. The front wheel control angle under the real-time longitudinal speed and the real-time front wheel turning angle is calculated.

[0024] It should be noted that when collecting the real-time front wheel turning angle, the turning angles of the two front wheels are collected separately, and the average of the two front wheel turning angles is calculated as the real-time front wheel turning angle, and the real-time longitudinal speed is the entire vehicle longitudinal speed of the vehicle.

[0025] When calculating the front wheel control angle under the real-time longitudinal vehicle speed and the real-time front wheel turning angle, the front wheel control angle is calculated based on the actual vehicle's center of mass sideslip angle and yaw rate, as well as the expected vehicle's center of mass sideslip angle and yaw rate. Based on the front wheel control angle and the real-time front wheel turning angle, the real-time compensation amount of the vehicle's front wheels is calculated, and the real-time compensation amount is the difference between the front wheel control angle and the real-time front wheel turning angle.

[0026] In this embodiment, the front wheel control angle under the real-time longitudinal vehicle speed and the real-time front wheel turning angle is calculated, so as to determine the real-time compensation amount required to compensate the front wheel angle based on the difference between the calculated expected front wheel control angle and the actually collected real-time front wheel turning angle, and then compensate the steering angle of the front wheels of the vehicle according to the corresponding real-time compensation amount, thereby counteracting the influence of side wind on the vehicle's motion posture.

[0027] Optionally, calculating the front wheel control angle under the real-time longitudinal vehicle speed and the real-time front wheel angle includes: Determine the actual state equation and the expected state equation of the vehicle according to the real-time longitudinal vehicle speed and the real-time front wheel steering angle; According to the actual state equation and the expected state equation, the front wheel control angle is calculated.

[0028] In this embodiment, the state of the vehicle includes the side slip angle and yaw rate of the center of mass of the vehicle. According to the two-degree-of-freedom model, the actual state equation and the expected state equation of the vehicle are determined. It is also necessary to obtain the side slip stiffness of the front and rear wheels, the distance from the front and rear axles to the center of mass, the mass of the vehicle, the axial inertia of the vehicle around the Z axis, and the understeer degree of the vehicle in the two-degree-of-freedom model. The actual state equation calculation formula is as follows: in, is the first-order derivative of the vehicle’s actual center of mass sideslip angle with respect to time, is the first-order derivative of the vehicle’s actual yaw rate with respect to time, is the cornering stiffness of the front wheel, is the cornering stiffness of the rear wheel, is the distance from the front axle to the center of mass of the vehicle, is the distance from the rear axle to the center of mass of the vehicle, is the vehicle's moment of inertia around the Z axis, is the mass of the vehicle, is the real-time longitudinal speed, is the real-time front wheel angle, is the actual sideslip angle of the vehicle’s center of mass, is the actual yaw rate of the vehicle.

[0029] It should be noted that the actual state equation is an equation used to represent the actual state of the vehicle's center of mass sideslip angle and yaw angular velocity.

[0030] The expected state equation is calculated as follows: in, is the first-order derivative of the vehicle's desired center of mass sideslip angle with respect to time, is the first-order derivative of the vehicle's desired yaw rate with respect to time, is the time constant of the sideslip angle of the center of mass, is the time constant of the yaw rate, is the cornering stiffness of the rear wheel, is the distance from the front axle to the center of mass of the vehicle, is the distance from the rear axle to the center of mass of the vehicle, L is and of and, is the real-time longitudinal speed, is the real-time front wheel angle, is the desired sideslip angle of the vehicle, is the desired yaw rate of the vehicle, is the understeer degree of the vehicle.

[0031] The front wheel control angle is calculated according to the actual state equation and the expected state equation, that is, the front wheel control angle is calculated according to the actual state and the expected state of the vehicle. During the calculation, the actual state and the expected state of the vehicle are driven onto the sliding membrane through sliding membrane control to achieve the purpose of making the actual state close to the expected state and obtain the corresponding front wheel control angle.

[0032] Optionally, the front wheel control angle is calculated according to the actual state equation and the expected state equation, including: Obtain the preset upper boundary of vehicle disturbance; According to the actual state equation and the expected state equation, combined with the upper boundary of the vehicle disturbance, a linear sliding surface is defined; According to the linear sliding surface, the actual state equation and the expected state equation, the front wheel control angle under the linear sliding surface is calculated.

[0033] In this embodiment, a preset upper boundary of vehicle disturbance is obtained, wherein the preset upper boundary of vehicle disturbance is the maximum value of disturbance generated by the vehicle, and a linear sliding surface is defined according to the actual state equation and the expected state equation in combination with the upper boundary of vehicle disturbance, wherein the formula of the sliding surface is as follows: in, is the linear sliding surface, , is the weight factor of the sideslip angle of the center of mass and is the weight factor of the yaw rate, , is the actual sideslip angle of the vehicle’s center of mass, is the actual yaw rate of the vehicle, is the desired sideslip angle of the vehicle, is the desired yaw rate of the vehicle.

[0034] Linear sliding surface Taking the first-order derivative, we get the following formula: in, is the controller parameter, which determines the speed of approach and satisfies the condition , is the preset upper boundary of vehicle disturbance.

[0035] According to the linear sliding surface, the actual state equation and the expected state equation, the front wheel control angle under the linear sliding surface is calculated. The calculation formula of the front wheel control angle is as follows: in, To control the steering angle of the front wheels, , is the weight factor of the sideslip angle of the center of mass and is the weight factor of the yaw rate, is the controller parameter, S102: Obtain compensation conditions for compensating the front wheel steering angle, and when the compensation conditions are triggered, generate a current trigger instruction according to the real-time compensation amount, control the execution of the current trigger instruction, compensate the steering angle of the front wheel of the vehicle, obtain the compensated steering angle, and make the vehicle travel at the compensated steering angle.

[0036] In step S102, the compensation condition is a prerequisite for triggering compensation for the front wheel angle. When the compensation condition is triggered, a current trigger instruction is generated based on the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain a compensated steering angle, wherein the compensated steering angle is the front wheel control steering angle, so that the vehicle can travel according to the front wheel control steering angle.

[0037] In this embodiment, the compensation condition for compensating the front wheel angle is obtained so as to determine the time for compensating the front wheel angle according to the corresponding compensation condition. When the compensation condition is triggered, a current trigger instruction is generated according to the real-time compensation amount, and the current trigger instruction is controlled to be executed to compensate the steering angle of the front wheel of the vehicle to obtain the compensated steering angle, so that the vehicle travels at the compensated steering angle. The trigger instruction includes the compensation amount to be compensated for the front wheel, and when the vehicle controller receives the corresponding compensation instruction, the steering angle of the front wheel of the vehicle is compensated.

[0038] When compensating the vehicle, the corresponding real-time compensation amount is added on the basis of the real-time front wheel steering angle to obtain the compensated steering angle, and the front wheels of the vehicle are controlled to travel at the compensated steering angle.

[0039] It should be noted that the compensation condition can be the difference between the real-time vehicle state and the vehicle state at the last triggering moment. When the difference is large, the compensation condition is triggered, and when the difference is small, the compensation condition is not triggered. The compensation condition is set to the difference between the vehicle states at adjacent moments, that is, the stability of the vehicle is used as the compensation condition. When the difference is large, it is considered that the vehicle is unstable and the front wheels of the vehicle need to be compensated. When the difference is small, it is considered that the vehicle is relatively stable and the front wheels of the vehicle do not need to be compensated. It can also be other compensation conditions, which are not limited in this embodiment.

[0040] Optionally, obtaining a compensation condition for compensating the front wheel steering angle includes: Calculate the expected state value of the vehicle according to the real-time longitudinal vehicle speed and the real-time front wheel steering angle; Obtain the actual state value of the vehicle, and calculate the real-time state deviation value based on the actual state value and the expected state value; Obtain the state deviation value at the last triggering moment, calculate the difference between the state deviation value at the last triggering moment and the real-time state deviation value based on the state deviation value at the last triggering moment and the real-time state deviation value, and use whether the difference is greater than a preset threshold as a compensation condition.

[0041] In this embodiment, the expected state value of the vehicle, i.e., the expected sideslip angle of the center of mass and the expected yaw rate, is calculated according to the real-time longitudinal vehicle speed and the real-time front wheel turning angle. The expected sideslip angle of the center of mass and the expected yaw rate do not need to consider the influence of other external factors on the vehicle when calculating the expected sideslip angle of the center of mass and the expected yaw rate, and the expected sideslip angle of the center of mass and the expected yaw rate are calculated by a two-degree-of-freedom model. The actual state value of the vehicle can be obtained by a sensor, i.e., the actual sideslip angle of the center of mass and the actual yaw rate, wherein the collected actual state value already includes the influence of the crosswind.

[0042] According to the actual state value and the expected state value, the real-time state deviation value is calculated, that is, the deviation value of the real-time center of mass sideslip angle and the deviation value of the real-time yaw angular velocity. The actual center of mass sideslip angle is subtracted from the expected center of mass sideslip angle to obtain the deviation value of the center of mass sideslip angle, and the actual yaw angular velocity is subtracted from the expected yaw angular velocity to obtain the deviation value of the real-time yaw angular velocity. The real-time state deviation value is calculated because the influence of the corresponding external factors, that is, the influence of the crosswind on the vehicle, can be judged according to the real-time state deviation value.

[0043] Obtain the state deviation value at the last triggering moment, calculate the difference between the state deviation value at the last triggering moment and the real-time state deviation value based on the state deviation value at the last triggering moment and the real-time state deviation value, and take whether the difference is greater than a preset threshold as a compensation condition, that is, based on the difference between the state deviation value at the last triggering moment and the real-time state deviation value, take whether the change in the state deviation value is greater than a preset threshold as a compensation condition.

[0044] In this embodiment, whether the difference between the state deviation value at the last trigger moment and the real-time state deviation value is greater than a preset threshold is used as a compensation condition, taking into account the impact of external factors on the stability of the vehicle and preventing sudden changes in the external factors on the vehicle.

[0045] The compensation condition is triggered when the difference is greater than a preset threshold. That is, when the difference is greater than the preset threshold, it is considered that a sudden change factor has occurred and the impact of external factors on the vehicle has changed significantly. At this time, it is considered that the compensation condition is triggered and the front wheel angle of the vehicle needs to be compensated in order to counteract the sudden change factor.

[0046] Among them, the triggering conditions when the compensation condition is triggered are as follows: in, is the difference between the state deviation value at the last trigger moment and the real-time state deviation value. is the real-time state deviation value, is the state deviation value at the last triggering moment, As parameters, , is the weight factor of the sideslip angle of the center of mass and is the weight factor of the yaw rate, the coefficient in the actual state equation .

[0047] when When it is greater than the preset threshold, the compensation condition is considered to be triggered.

[0048] Optionally, after obtaining the compensation condition for compensating the front wheel steering angle, the method further includes: When the compensation condition is not triggered, the last trigger instruction is obtained, and the execution of the last trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain the compensated steering angle, so that the front wheels of the vehicle travel at the compensated steering angle.

[0049] In this embodiment, when the compensation condition is not triggered, that is, the difference between the state deviation value at the last trigger moment and the real-time state deviation value is not greater than the preset threshold, the last trigger instruction is obtained, and the execution of the last trigger instruction is controlled to compensate for the turning angle of the front wheels of the vehicle. That is, there is no need to recalculate the corresponding real-time compensation amount, so that the vehicle continues to execute the real-time compensation amount in the last trigger instruction, compensates for the turning angle of the front wheels of the vehicle, obtains the compensated turning angle, and makes the front wheels of the vehicle travel at the compensated turning angle.

[0050] In this embodiment, when the compensation condition is not triggered, there is no need to recalculate the corresponding real-time compensation amount, that is, there is no need to use communication network resources and computing power resources to calculate the corresponding real-time compensation amount, thus saving communication network resources and computing power resources.

[0051] See also Figure 2 , is a schematic diagram of simulation of the lateral displacement of a vehicle with or without a side wind compensation strategy provided in the second embodiment of the present invention. The joint simulation is performed by Matlab and CarSim. The vehicle is set to travel at a uniform speed of 50 km / h in a straight line on a straight road. From the 2nd to the 5th second, the vehicle is suddenly affected by a side wind from left to right. The side wind acts on the vehicle perpendicular to the driving direction of the vehicle, and the size of the side wind is 40 km / h. Figure 2 In the figure, the horizontal axis is time, the vertical axis is lateral deviation displacement, the red line is the result of event-triggered sliding membrane side wind compensation control, the green dotted line is the result without side wind compensation control, the horizontal axis is time, the vertical axis is lateral deviation displacement, that is, the lateral offset of the vehicle during driving, from Figure 2 It can be seen that without side wind compensation control, the lateral displacement of the vehicle deviated to the right by nearly 1m after 10 seconds of driving under the above-mentioned side wind. If no active intervention is performed, the vehicle will be in danger of colliding with adjacent vehicles. After using the compensation strategy based on event-triggered sliding mode control, the lateral displacement deviation was only 0.08m to the right after 10 seconds of driving, and the vehicle was safe.

[0052] See also Figure 3 , is a result diagram of triggering computing power when a conventional side wind compensation based on cycle time control provided by the third embodiment of the present invention, and the simulation cycle is set to 50ms commonly used in the vehicle CAN network. The vehicle runs for 10 seconds, and the controller is based on cycle time control. Since the side wind compensation controller calculates and transmits the additional front wheel steering angle in each working cycle, Figure 3 In the figure, the horizontal axis is time and the vertical axis is the trigger state. Figure 3 It can be seen that the signal is calculated and transmitted 200 times in total (1 represents triggering, 0 represents not triggering). Figure 4 , is a result diagram of triggering computing power when the anti-side wind method through wheel steering compensation based on the present invention is provided in the fourth embodiment of the present invention, Figure 4 , the horizontal axis is time, the vertical axis is the trigger state, from Figure 4 It can be seen that before the crosswind occurs (0-3 seconds) and after the crosswind disappears (5-10 seconds), the vehicle is stable, that is, the state deviation does not meet the triggering conditions, so the controller is not triggered to calculate and transmit data. Moreover, during the crosswind effect (3-5 seconds), the difference between the state deviation value and the real-time state deviation value is also less than the set threshold, so there is also a situation where the controller is not triggered. The anti-sidewind method through wheel steering compensation using the basic invention is only triggered 29 times in 10 seconds, that is, 29 calculations and data transmissions are performed. Compared with the 200 calculations and data transmissions based on the sidewind compensation control system with a long cycle time, 85% of the computing power and network communication resources are saved, greatly improving the operating efficiency of the vehicle network.

[0053] The real-time longitudinal speed and real-time front wheel angle of the vehicle are collected, and the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle is calculated. According to the front wheel control angle and the real-time front wheel angle, the real-time compensation amount of the front wheel of the vehicle is calculated, and the compensation condition for compensating the front wheel angle is obtained. When the compensation condition is triggered, the current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate the steering angle of the front wheel of the vehicle to obtain the compensated steering angle, so that the front wheel of the vehicle travels at the compensated steering angle. In the present application, the corresponding compensation condition is set, and when the compensation condition is triggered, the current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate the steering angle of the front wheel of the vehicle, that is, when the compensation condition is not triggered, the corresponding control instruction is not generated, which saves communication network resources and computing power resources.

[0054] See also Figure 5 , Figure 5 This is an anti-sidewind system through wheel steering compensation provided by an embodiment of the present invention. For the sake of convenience, only the parts related to the embodiment of the present application are shown. Figure 5 The anti-side wind system 50 through wheel steering compensation includes a calculation module 51 and a control module 52.

[0055] The calculation module 51 is used to collect the real-time longitudinal speed and the real-time front wheel angle of the vehicle, calculate the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle, and calculate the real-time compensation amount of the vehicle's front wheels based on the front wheel control angle and the real-time front wheel angle.

[0056] The control module 52 is used to obtain the compensation condition for compensating the front wheel angle. When the compensation condition is triggered, a current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain the compensated steering angle, so that the vehicle can travel at the compensated steering angle.

[0057] Optionally, the calculation module 51 includes: The determination unit is used to determine the actual state equation and the expected state equation of the vehicle according to the real-time longitudinal vehicle speed and the real-time front wheel turning angle.

[0058] The first calculation unit is used to calculate the front wheel control angle according to the actual state equation and the expected state equation.

[0059] Optionally, the calculation module 51 includes: The acquisition unit is used to acquire a preset upper boundary of vehicle disturbance.

[0060] A definition unit is used to define a linear sliding surface based on the actual state equation and the expected state equation combined with the upper boundary of the vehicle disturbance.

[0061] The second calculation unit is used to calculate the front wheel control angle under the linear sliding surface according to the linear sliding surface, the actual state equation and the expected state equation.

[0062] Optionally, the control module 52 includes: The third calculation unit is used to calculate the expected state value of the vehicle according to the real-time longitudinal vehicle speed and the real-time front wheel turning angle.

[0063] The fourth calculation unit is used to obtain the actual state value of the vehicle and calculate the real-time state deviation value according to the actual state value and the expected state value.

[0064] The fifth calculation unit is used to obtain the state deviation value at the last triggering moment, calculate the difference between the state deviation value at the last triggering moment and the real-time state deviation value according to the state deviation value at the last triggering moment and the real-time state deviation value, and take whether the difference is greater than a preset threshold as a compensation condition.

[0065] Optionally, the control module 52 includes: The judgment unit is used to trigger the compensation condition when the difference is greater than a preset threshold.

[0066] Optionally, the anti-sidewind system 50 through wheel steering compensation further includes: The execution module is used to obtain the last trigger instruction when the compensation condition is not triggered, control the execution of the last trigger instruction, compensate the steering angle of the front wheels of the vehicle, obtain the compensated steering angle, and make the front wheels of the vehicle travel at the compensated steering angle.

[0067] It should be noted that the information interaction, execution process and other contents between the above-mentioned modules are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0068] Figure 6 FIG. 1 is a schematic diagram of a controller provided by an embodiment of the present invention. Figure 6 As shown, the controller of this embodiment includes: at least one processor ( Figure 6 Only one is shown), a memory, and a computer program stored in the memory and executable on at least one processor, wherein when the processor executes the computer program, the steps in any of the above-mentioned embodiments of the method for resisting side wind by wheel steering compensation are implemented.

[0069] The controller may include, but is not limited to, a processor and a memory. A person skilled in the art will understand that Figure 6 This is merely an example of a controller and does not constitute a limitation of the controller. The controller may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, it may also include a network interface, a display screen, and an input device.

[0070] The processor may be a CPU, or other general-purpose processors, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0071] The memory includes a readable storage medium, an internal memory, etc., wherein the internal memory may be the memory of the controller, and the internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. The readable storage medium may be the hard disk of the controller, and in other embodiments, it may also be an external storage device of the controller, for example, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the controller. Further, the memory may also include both the internal storage unit of the controller and the external storage device. The memory is used to store the operating system, application programs, boot loaders (BootLoader), data, and other programs, such as the program code of the computer program, etc. The memory may also be used to temporarily store data that has been output or is to be output.

[0072] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned device can refer to the corresponding process in the above-mentioned method embodiment, which will not be repeated here. If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned method embodiment can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device capable of carrying computer program code, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0073] The present application implements all or part of the processes in the above-mentioned embodiment method, and may also be completed through a computer program product. When the computer program product runs on a controller, the controller can implement the steps in the above-mentioned method embodiment when executing.

[0074] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0075] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0076] In the embodiments provided in the present application, it should be understood that the disclosed devices / controllers and methods can be implemented in other ways. For example, the device / controller embodiments described above are merely schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0077] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0078] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

[0079] See also Figure 7 , Figure 7 is a schematic structural diagram of a vehicle provided in one embodiment of the present invention, wherein the vehicle 70 includes an anti-side wind system 50 for wheel steering compensation.

Claims

1. A method for resisting side wind by wheel steering compensation, characterized in that: include: Collecting the real-time longitudinal speed and the real-time front wheel angle of the vehicle, calculating the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle, and calculating the real-time compensation amount of the front wheel of the vehicle according to the front wheel control angle and the real-time front wheel angle; A compensation condition for compensating the front wheel steering angle is obtained. When the compensation condition is triggered, a current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain a compensated steering angle, so that the vehicle travels at the compensated steering angle.

2. The method for resisting side wind by wheel steering compensation according to claim 1, characterized in that: The calculating of the front wheel control angle under the real-time longitudinal vehicle speed and the real-time front wheel angle includes: Determining an actual state equation and an expected state equation of the vehicle according to the real-time longitudinal vehicle speed and the real-time front wheel steering angle; The front wheel control angle is calculated based on the actual state equation and the expected state equation.

3. The method for resisting side wind by wheel steering compensation as claimed in claim 2, characterized in that: The calculating the front wheel control angle according to the actual state equation and the expected state equation includes: Obtain the preset upper boundary of vehicle disturbance; According to the actual state equation and the desired state equation, combined with the vehicle disturbance upper boundary, a linear sliding surface is defined; The front wheel control angle on the linear sliding surface is calculated according to the linear sliding surface, the actual state equation and the expected state equation.

4. The method for resisting side wind by wheel steering compensation as claimed in claim 2, characterized in that: The obtaining of the compensation condition for compensating the front wheel steering angle includes: Calculating a desired state value of the vehicle according to the real-time longitudinal vehicle speed and the real-time front wheel steering angle; Acquire the actual state value of the vehicle, and calculate a real-time state deviation value according to the actual state value and the expected state value; Obtain the state deviation value at the last triggering moment, calculate the difference between the state deviation value at the last triggering moment and the real-time state deviation value based on the state deviation value at the last triggering moment and the real-time state deviation value, and use whether the difference is greater than a preset threshold as the compensation condition.

5. The method for resisting side wind by wheel steering compensation as claimed in claim 4, characterized in that: The compensation conditions are triggered including: When the difference is greater than the preset threshold, the compensation condition is triggered.

6. The method for resisting side wind by wheel steering compensation as claimed in claim 4, characterized in that: After obtaining the compensation condition for compensating the front wheel angle, the method further includes: When the compensation condition is not triggered, the last trigger instruction is obtained, and the execution of the last trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain the compensated steering angle, so that the front wheels of the vehicle travel at the compensated steering angle.

7. A side wind protection system by wheel steering compensation, characterized in that: include: a calculation module, used for collecting the real-time longitudinal speed and the real-time front wheel angle of the vehicle, calculating the front wheel control angle under the real-time longitudinal speed and the real-time front wheel angle, and calculating the real-time compensation amount of the front wheel of the vehicle according to the front wheel control angle and the real-time front wheel angle; The control module is used to obtain a compensation condition for compensating the front wheel steering angle. When the compensation condition is triggered, a current trigger instruction is generated according to the real-time compensation amount, and the execution of the current trigger instruction is controlled to compensate for the steering angle of the front wheels of the vehicle to obtain a compensated steering angle, so that the vehicle travels at the compensated steering angle.

8. A controller, characterized in that: The controller comprises a processor, a memory, and a computer program stored in the memory and executable on the processor, and the controller is used to execute the method for resisting side wind by wheel steering compensation as claimed in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method for resisting side wind by wheel steering compensation according to any one of claims 1 to 6 is implemented.

10. A vehicle, characterized in that: The vehicle comprises the side wind protection system by wheel steering compensation as claimed in claim 7.

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