Anti-crosswind electric vehicle control method, controller and electric vehicle

Abstract

The embodiment of the invention provides an anti-crosswind electric vehicle control method, a controller and an electric vehicle, and the electric vehicle control method is used for controlling a plurality of motors of the electric vehicle to adjust torque output when the electric vehicle is in a crosswind working condition so as to control the electric vehicle to resist crosswind yaw. The electric vehicle control method comprises the step of actively controlling the driving torques of two left wheels of the electric vehicle to be smaller than the driving torques of two right wheels at a first moment after a steering wheel of the electric vehicle rotates leftwards by more than a first preset angle. And at a second moment after the first moment, the leftward turning angle of the steering wheel is reduced, and the difference value between the driving torque of the two left wheels and the driving torque of the two right wheels is actively controlled to be reduced.

Description

Technical Field

[0001] The present application relates to the automotive field, and in particular to a crosswind resistant electric vehicle control method, a controller and an electric vehicle. Background Art

[0002] When a high-speed car meets or overtakes a large truck, exits a tunnel, or passes over a bridge, it is often affected by the crosswind in nature. The driving state of the vehicle is disturbed by the crosswind, causing roll, lateral velocity, yaw angular velocity, etc., and deviating from the driving track. In order to keep the vehicle driving in a straight line, the user needs to operate the steering wheel. If the interference intensity of the crosswind is too large, the user will feel that the vehicle is driving unstable, causing fear and anxiety, and will cause users to fatigue prematurely during long-distance driving, inducing traffic accidents. Usually, when considering lateral stability control, the vehicle often adopts methods such as increasing the stiffness of the lateral stabilizer bar, spring stiffness, and shock absorber resistance to improve the support of the single-sided suspension. While the above measures improve the lateral stability of the vehicle, they will make the suspension of the vehicle harder during normal driving, and the riding comfort of the passengers will decrease. In addition, the system cannot cope with the impact of the vehicle on the yaw torque caused by the crosswind, and driving safety is still a problem. Under the action of a relatively fast crosswind, the user will still panic. Summary of the invention

[0003] The present application provides a crosswind-resistant electric vehicle control method, controller and electric vehicle, which can dynamically adjust the driving torque of the four wheels in a crosswind scenario to generate a reverse torque to resist the crosswind yaw torque, thereby preventing the electric vehicle from deviating from the driving track due to the crosswind and improving driving stability.

[0004] In a first aspect, the present application provides an electric vehicle control method, which is used to control multiple motors of the electric vehicle to adjust torque output when the electric vehicle is in a crosswind condition to control the electric vehicle to resist crosswind yaw, and the electric vehicle control method includes actively controlling the driving torque of the two left wheels of the electric vehicle to be less than the driving torque of the two right wheels at a first moment after the steering wheel of the electric vehicle turns left by more than a first preset angle. At a second moment after the first moment, the steering wheel turns left less, and the difference between the driving torque of the two left wheels and the driving torque of the two right wheels is actively controlled to decrease.

[0005] The electric vehicle control method provided in the embodiment of the present application can support the active and dynamic adjustment of the driving torque of the four wheels during the driving of the electric vehicle, when the driving state of the electric vehicle is disturbed by the crosswind on the left side and the user turns the steering wheel to the left at the same time, or when the driving state of the electric vehicle is disturbed by the crosswind on the right side and the user turns the steering wheel to the right at the same time, to ensure the stable driving of the electric vehicle in the crosswind scene, with high control flexibility and wide application range. Here, by detecting whether the electric vehicle is in a crosswind scene and dynamically adjusting the driving torque ratio of the four wheels in the crosswind scene, a reverse torque is generated to resist the crosswind yaw torque, so as to prevent the electric vehicle from deviating from the driving track due to the crosswind and improve the driving stability. In addition, by automatically adjusting the driving torque ratio of the four wheels, the body posture is kept balanced without the user's perception, and the response speed is fast, which reduces the user's panic in the crosswind scene.

[0006] In one possible implementation, actively controlling the driving torque of the two left wheels of the electric vehicle to be less than the driving torque of the two right wheels includes controlling the driving torque of the left front wheel and the left rear wheel of the electric vehicle to decrease and controlling the driving torque of the right front wheel and the right rear wheel to increase.

[0007] At the first moment after the electric vehicle is affected by the crosswind from the left and the user turns the steering wheel to the left, by actively controlling the driving torque of the left front wheel and the left rear wheel among the four wheels to decrease when detecting that the electric vehicle is affected by the crosswind from the left, and controlling the driving torque of the right front wheel and the right rear wheel among the four wheels to increase, the center of mass of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated by the crosswind, thereby offsetting the tendency of the electric vehicle to generate yaw motion, avoiding the electric vehicle from deviating from the driving track due to the crosswind, and improving driving stability. In addition, by distributing the driving torque of the four wheels, a larger yaw moment can be obtained under a smaller steering wheel angle control, avoiding user panic.

[0008] In one possible implementation, the driving torque of the two left wheels of the electric vehicle is actively controlled to be smaller than the driving torque of the two right wheels, including controlling the driving torque of the left front wheel to be smaller than the driving torque of the right front wheel, controlling the driving torque of the left rear wheel to be a negative torque and controlling the driving torque of the right rear wheel to be a positive torque.

[0009] By controlling the driving torque of the left rear wheel to be negative torque and the driving torque of the right rear wheel to be positive torque, the resistance strength to the yaw torque generated by the crosswind is further improved, thereby improving the driving stability of the electric vehicle under strong crosswind conditions.

[0010] In a possible implementation, actively controlling the driving torque of the two left wheels of the electric vehicle to be less than the driving torque of the two right wheels includes first controlling the driving torque of the left front wheel and the right front wheel to increase at the same time and controlling the driving torque of the left rear wheel and the right rear wheel to decrease at the same time. After controlling the driving torque of the left front wheel and the right front wheel to increase at the same time, controlling the driving torque of the left front wheel and the left rear wheel of the electric vehicle to decrease at the same time and controlling the driving torque of the right front wheel and the right rear wheel to increase at the same time.

[0011] It can be understood that when the driving torque of the two front wheels is equal to the driving torque of the two rear wheels, the left front wheel and the right front wheel can provide more lateral force in the lateral force direction of the electric vehicle. In other words, by controlling the driving torque of the left front wheel and the right front wheel to increase at the same time, and controlling the driving torque of the left rear wheel and the right rear wheel among the four wheels to decrease at the same time, so that the driving torque allocated to the left front wheel and the right front wheel increases, the lateral force of the current electric vehicle can be supported more, and the lateral force generated by the above-mentioned crosswind effect can be better resisted.

[0012] It can be understood that after controlling the driving torque of the left front wheel and the right front wheel to increase at the same time, by controlling the driving torque of the left front wheel and the left rear wheel to decrease at the same time, and controlling the driving torque of the right front wheel and the right rear wheel to increase at the same time, the center of mass of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated by the above-mentioned crosswind, offset the tendency of the electric vehicle to generate yaw motion, avoid the electric vehicle from deviating from the driving track due to crosswind, and improve driving stability.

[0013] In one possible implementation, the driving torque of the two left wheels of the electric vehicle is actively controlled to be less than the driving torque of the two right wheels, including controlling the driving torque of the left front wheel and the left rear wheel to decrease at the same time and controlling the driving torque of the right front wheel and the right rear wheel to increase at the same time, controlling the sum of the driving torque of the left front wheel and the right front wheel to remain unchanged and controlling the sum of the driving torque of the left rear wheel and the right rear wheel to remain unchanged.

[0014] It can be understood that by controlling the driving torque of the two front wheels to remain constant with the driving torque of the two rear wheels, the driving force of the electric vehicle in longitudinal driving is guaranteed to be stable, sudden acceleration or deceleration is avoided, and the user's perception of the control process is further reduced, providing a better driving experience.

[0015] In a possible implementation, actively controlling the driving torque of the two left wheels of the electric vehicle to be less than the driving torque of the two right wheels includes first controlling the driving torque of the left front wheel and the right front wheel to increase at the same time and controlling the driving torque of the left rear wheel and the right rear wheel to decrease at the same time. After controlling the driving torque of the left front wheel and the right front wheel to increase at the same time, controlling the driving torque of the left rear wheel to decrease and controlling the driving torque of the right rear wheel to increase.

[0016] It can be understood that at the first moment after the electric vehicle is hit by a crosswind from the left side and the user turns the steering wheel to the left, the yaw torque generated by the crosswind acting on the center of mass of the electric vehicle is clockwise. By actively controlling the driving torque of the left rear wheel to decrease and controlling the driving torque of the right rear wheel to increase, the center of mass of the electric vehicle generates a counterclockwise yaw torque to resist the above-mentioned yaw torque generated by the crosswind, thereby offsetting the tendency of the electric vehicle to generate yaw motion, avoiding the electric vehicle from deviating from the driving track due to the crosswind, and improving driving stability.

[0017] In one possible implementation, the electric vehicle control method further includes, after the first moment, actively controlling the braking system of the electric vehicle to output braking force to the four wheels and controlling the braking system to output a braking force greater than the braking force output to the two left wheels.

[0018] It can be understood that after actively controlling the driving torque of the four wheels, if the yaw torque generated by the crosswind is still too large at this time, the braking system of the electric vehicle is actively controlled to output braking force to the four wheels, and the braking system is controlled to output braking force greater than the braking force output to the right front wheel and the right rear wheel, so that the counterclockwise yaw torque above the center of mass of the electric vehicle increases, which can better resist the above-mentioned yaw torque generated by the crosswind, and improve the driving stability of the electric vehicle under strong crosswind conditions.

[0019] In a possible implementation, the electric vehicle control method further includes actively controlling the electric vehicle to increase its leftward turning angle after the first moment.

[0020] It can be understood that after actively controlling the driving torque of the four wheels, if the lateral force generated by the crosswind is still too large at this time, the steering wheel will be actively controlled to continue to turn to the left, further increasing the lateral force on the electric vehicle in the opposite direction to the lateral force generated by the crosswind, providing more support for the current lateral force of the electric vehicle, and better resisting the lateral force generated by the above-mentioned crosswind, thereby improving the driving stability of the electric vehicle under strong crosswind conditions.

[0021] In a possible implementation, the electric vehicle control method further includes, after the first moment, in response to a yaw angular velocity of the electric vehicle being greater than a set threshold, controlling a braking system to brake the electric vehicle so that the electric vehicle stops urgently.

[0022] It can be understood that after actively controlling the driving torque of the four wheels, if the yaw torque generated by the crosswind is still too large, the electric vehicle can be braked by controlling the braking system to make the electric vehicle stop urgently, thereby ensuring the driving safety of the electric vehicle under strong crosswind conditions.

[0023] In one possible implementation, the electric vehicle control method also includes controlling the sum of the components of the driving torque of the four wheels along the longitudinal direction of the electric vehicle to remain unchanged while actively controlling the driving torque of the two left wheels of the electric vehicle to be less than the driving torque of the two right wheels.

[0024] By controlling the driving torque of the four wheels to keep the component along the longitudinal direction of the vehicle body unchanged, the longitudinal force of the electric vehicle remains unchanged during the process of controlling the driving torque of the four wheels, thereby ensuring the stability of the driving force of the electric vehicle in longitudinal driving, avoiding sudden acceleration or deceleration, further reducing the user's perception during the control process, and providing a better driving experience.

[0025] In a possible implementation, the electric vehicle control method further includes controlling the sum of the driving torques of the four wheels to remain unchanged during the process of actively controlling the driving torques of the two left wheels of the electric vehicle to be less than the driving torques of the two right wheels.

[0026] By controlling the sum of the driving torques of the four wheels to remain unchanged, the longitudinal force of the electric vehicle remains unchanged during the process of controlling the driving torques of the four wheels, thereby ensuring the stability of the driving force of the electric vehicle in longitudinal driving, avoiding sudden acceleration or deceleration, further reducing the user's perception during the control process, and providing a better driving experience.

[0027] In one possible implementation, the electric vehicle control method further includes actively controlling the difference between the driving torque of the two left wheels and the driving torque of the two right wheels of the electric vehicle to increase as the steering wheel turning angle to the left increases between the first moment and the second moment.

[0028] By identifying the increase in the steering wheel angle to the left, it is determined that the lateral force generated by the crosswind at this time has increased. The difference between the driving torque of the two left wheels and the driving torque of the two right wheels of the active electric vehicle continues to increase, thereby further increasing the lateral force on the electric vehicle in the opposite direction to the lateral force generated by the crosswind. This provides more support for the lateral force of the current electric vehicle and can better resist the lateral force generated by the above-mentioned crosswind, thereby improving the driving stability of the electric vehicle under strong crosswind conditions.

[0029] In a possible implementation, the electric vehicle control method further includes, at a third moment after the second moment, controlling the difference between the driving torque of the two left wheels and the driving torque of the two right wheels to be reduced to zero. After the third moment, the driving torque of the four wheels is controlled to be the torque indicated by the accelerator pedal of the electric vehicle.

[0030] After detecting that the crosswind condition has ended, the vehicle resumes normal straight-line driving without crosswind interference and controls the driving torque of the wheels. The driving torque of the four wheels is controlled according to the opening of the accelerator pedal of the electric vehicle, and the control mode is switched, so that the torque output by the motor is more efficient.

[0031] In a second aspect, the present application provides a controller of an electric vehicle with a crosswind resistance function, wherein the controller is used to execute the method described in the first aspect.

[0032] In a third aspect, the present application provides an electric vehicle, which includes a power battery, a plurality of powertrains, and a controller as described in the second aspect above. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A schematic diagram of a scenario of an electric vehicle provided in an embodiment of the present application;

[0034] Figure 2 A schematic diagram of an electric vehicle architecture provided for an embodiment of the present application;

[0035] Figure 3 A timing diagram of the electric vehicle control process provided by an embodiment of the present application;

[0036] Figure 4 Another timing diagram of the electric vehicle control process provided by the embodiment of the present application;

[0037] Figure 5 Another timing diagram of the electric vehicle control process provided by the embodiment of the present application;

[0038] Figure 6 A schematic flow chart of a method for controlling an electric vehicle against crosswinds provided in an embodiment of the present application;

[0039] Figure 7 A control schematic diagram of an electric vehicle under crosswind conditions provided by an embodiment of the present application;

[0040] Figure 8 Another control schematic diagram of an electric vehicle under crosswind conditions provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] When a high-speed car meets or overtakes a large truck, exits a tunnel, or passes a bridge, it is often affected by the crosswind in nature. The driving state of the electric vehicle is disturbed by the crosswind, resulting in roll, lateral velocity, yaw angular velocity, etc., and deviating from the driving track. In order to keep the electric vehicle driving in a straight line, the user needs to operate the steering wheel. If the interference intensity of the crosswind is too large, the user will feel that the electric vehicle is unstable, causing fear and anxiety, and will cause premature fatigue to the user during long-distance driving, inducing traffic accidents. In one solution, when considering lateral stability control, electric vehicles often use methods such as increasing the stiffness of the lateral stabilizer bar, the stiffness of the spring, and the resistance of the shock absorber to improve the support of the single-sided suspension. While the above measures improve the lateral stability of the electric vehicle, they will make the suspension of the electric vehicle harder during normal driving, and the riding comfort of the occupants will decrease. In addition, the system cannot cope with the influence of the crosswind on the yaw torque of the electric vehicle, and the driving safety is still problematic. It will still cause panic to the user under the action of a relatively fast crosswind.

[0042] Based on this, the embodiments of the present application provide an electric vehicle control method, controller and electric vehicle that can resist crosswinds. By detecting whether the electric vehicle is in a crosswind scenario and dynamically adjusting the driving torque ratio of the four wheels in the crosswind scenario, a reverse torque is generated to resist the crosswind yaw torque, thereby preventing the electric vehicle from deviating from the driving track due to crosswinds and improving driving stability.

[0043] See also Figure 1 , Figure 1 A schematic diagram of a scenario of an electric vehicle provided in an embodiment of the present application. Figure 1 As shown, the electric vehicle 1 includes a powertrain 10, a power battery 11 and a braking system 12.

[0044] The power battery 11 is used to provide electric energy to the power assembly 10, and the power assembly 10 is used to receive power from the power battery 11 and provide power to the electric vehicle 1. The braking system 12 is used to provide braking force for the electric vehicle 1 when the electric vehicle 1 is in a braking state. The above-mentioned power assembly 10 may include a motor controller 20 and a motor 21. The motor controller 20 is connected to the motor 21. The motor controller 20 may also be referred to as a motor control unit (MCU) 20, and the motor controller 20 may control the torque or speed output by the motor 21. The motor 21 may be connected to one or more wheels, and the motor 21 may receive a control instruction from the motor controller 20, rotate based on the control instruction, and drive the wheels to rotate.

[0045] It can be understood that according to the position of the wheels in the electric vehicle 1, they can be divided into the left front wheel FL, the right front wheel FR, the left rear wheel BL, and the right rear wheel BR. According to the axle division, the left front wheel and the right front wheel are coaxial and connected by the front axle. The left rear wheel and the right rear wheel are coaxial and connected by the rear axle. According to the position division, among the four wheels, the left front wheel and the left rear wheel are on the same side, located on the left side, and the right front wheel and the right rear wheel are on the same side, located on the right side. That is to say, among the four wheels of the electric vehicle 1, the left front wheel and the right front wheel are coaxial wheels with each other, and the left rear wheel and the right rear wheel are coaxial wheels with each other; the left front wheel and the left rear wheel are wheels on the same side, and the right front wheel and the right rear wheel are wheels on the same side.

[0046] It can be understood that the electric vehicle 1 in the embodiment of the present application can be any one of different types of vehicles such as a car, a truck, a passenger bus, etc., and can also be a transport device for carrying people or goods such as a tricycle, a two-wheeled vehicle, a train, or other types of vehicles driven by power batteries, which is not limited in the embodiment of the present application. Among them, electric vehicles include but are not limited to pure electric vehicles (pure electric vehicle / battery electric vehicle, pureEV / battery EV), hybrid electric vehicles (hybrid electric vehicle, HEV), range extended electric vehicles (range extended electric vehicle, REEV), plug-in hybrid electric vehicles (plug in hybrid electric vehicle, PHEV), new energy vehicles (new energy vehicle, NEV), etc.

[0047] It is understood that the specific type of the powertrain is not limited in the embodiment of the present application. As an example and not a limitation, the powertrain 10 can be a centralized powertrain, a hub motor powertrain or a wheel-side motor powertrain. Among them, the hub motor powertrain is to directly set the motor and the reducer in the wheel rim, eliminating the transmission components such as the half shaft, universal joint, differential, and transmission; the wheel-side motor powertrain is to set the motor on the subframe.

[0048] It is understood that the power battery 11 in the embodiment of the present application can be a lithium-ion battery, a lithium metal battery, a lead-acid battery, a nickel-cadmium battery, a nickel-hydrogen battery, a lithium-sulfur battery, a lithium-air battery or a sodium-ion battery, etc., and the present application does not limit this. In terms of scale, the power battery 11 in the embodiment of the present application can be a single cell, or a battery module or a battery pack, and the present application does not limit this. The power battery 11 can also power other electrical devices in the electric vehicle, such as the air conditioner in the vehicle, the car player, etc.

[0049] See also Figure 2, Figure 2 A schematic diagram of an electric vehicle architecture provided in an embodiment of the present application.

[0050] like Figure 2 As shown, Figure 2 The electric vehicle 1 shown in (a) is a four-wheel drive vehicle, and the powertrain includes four motors, namely, a drive motor 211, a drive motor 212, a drive motor 213, and a drive motor 214. The drive motors 211, 212, 213, and 214 are used to drive the left front wheel FL, the right front wheel FR, the left rear wheel BL, and the right rear wheel BR of the electric vehicle 1, respectively, and the drive motors 211, 212, 213, and 214 correspond to a motor controller, namely, a motor controller 201, a motor controller 202, a motor controller 203, and a motor controller 204. Each drive motor includes a stator winding and a rotor ( Figure 2 (not shown). For example, the motor controller 201 can change the stator magnetic field strength and direction by adjusting the magnitude of the stator winding current in the drive motor 211 and the phase of the three-phase current, thereby changing the interaction force between the stator and the rotor, that is, the motor torque. The motor controller 201 can change the magnitude of the three-phase current output to the drive motor 211, thereby increasing or decreasing the positive torque or negative torque output by the drive motor 211. Among them, when the drive motor 211 outputs a positive torque, the driving torque of the wheel connected to the drive motor 211 is positive, and the wheel connected to the drive motor 211 rotates forward, so that the electric vehicle 1 obtains a speed of driving forward in the direction of the front of the vehicle or a trend of driving forward in the direction of the front of the vehicle. When the drive motor 211 outputs a negative torque, the driving torque of the wheel connected to the drive motor 211 is negative, and the wheel connected to the drive motor 211 rotates in the opposite direction, so that the electric vehicle 1 obtains a speed of driving backward in the direction of the rear of the vehicle or a trend of driving backward in the direction of the rear of the vehicle.

[0051] It is understood that the powertrain may also include three motors, again see Figure 2 , Figure 2 The electric vehicle 1 shown in (b) includes three motors, namely, a drive motor 211, a drive motor 212 and a drive motor. The drive motor 211 is used to drive the left front wheel FL and the right front wheel FR of the electric vehicle 1, and the drive motor 212 and the drive motor 213 are respectively used to drive the left rear wheel BL and the right rear wheel BR of the electric vehicle 1, and the drive motor 211, the drive motor 212 and the drive motor 213 correspond to a motor controller respectively, namely, a motor controller 201, a motor controller 202 and a motor controller 203.

[0052] Figure 2The braking system of the electric vehicle 1 shown in (a) and (b) includes a brake controller 31 and four independent brakes 32. Each brake 32 is mainly composed of a brake controller, a brake pedal and a brake. Figure 2 (not shown). The brake controller 31 may generate a brake signal based on the travel of the brake pedal, and output the brake signal to one or the brake controller of the brake 32, and the brake may output a braking force to the corresponding wheel according to the instruction of the brake signal, thereby preventing the wheel from rotating or preventing the tendency of the wheel to rotate. It can be understood that during the braking process of the electric vehicle 1, the greater the travel of the brake pedal, the greater the braking force indicated by the brake signal, the greater the braking force output by the brake, and the faster the speed of the electric vehicle 1 decreases.

[0053] It can be understood that the brake in the braking system in the embodiment of the present application can be an electronic hydraulic brake (Electronic hydraulic brake, EHB) or an electronic mechanical brake (Electronic mechanical brake, EMB) or other types of brakes without limitation.

[0054] Reference again Figure 2 The electric vehicle 1 shown in (a) further includes a vehicle controller 40. The function of the vehicle controller 40 is described below in conjunction with the running state of the electric vehicle 1.

[0055] When the electric vehicle 1 is in a driving state, the driving motor 211 , the driving motor 212 , the driving motor 213 and the driving motor 214 in the driving system are used to provide driving force for the electric vehicle 1 .

[0056] Specifically, when the electric vehicle 1 is in a driving state, the vehicle controller 40 calculates the torque demand of the electric vehicle according to the accelerator pedal motion state indicated by the accelerator pedal signal and outputs a torque signal to the motor controller 201, the motor controller 202, the motor controller 203 and the motor controller 204. For example, the vehicle controller 40 outputs a torque signal to the motor controller 201, the motor controller 202, the motor controller 203 and the motor controller 204 according to the opening of the accelerator pedal. The opening of the accelerator pedal can be used to reflect the force of the user stepping on the accelerator pedal. For example, the larger the opening of the accelerator pedal, the greater the force of the user stepping on the accelerator pedal, and the smaller the opening of the accelerator pedal, the smaller the force of the user stepping on the accelerator pedal. Then, the motor controller 201, the motor controller 202, the motor controller 203 and the motor controller 204 receive the electric energy from the power battery 11 and respectively control the drive motor 211, the drive motor 212, the drive motor 213 and the drive motor 214 to output the torque value indicated by the torque signal.

[0057] It can be understood that when the electric vehicle 1 is in a driving state, one of the motor controllers 201, 202, 203 and 204 can be used as the main controller, and the main controller calculates the torque demand of the electric vehicle according to the accelerator pedal motion state indicated by the accelerator pedal signal and outputs a torque signal to other motor controllers except the main controller. For example, when the controller 201 is the main controller, the motor controller 201 outputs a torque signal to the motor controllers 202, 203 and 204 according to the opening of the accelerator pedal. The motor controllers 201, 202, 203 and 204 receive electrical energy from the power battery 11 and respectively control the drive motors 211, 212, 213 and 214 to output the torque values ​​indicated by the torque signals.

[0058] Likewise, Figure 2 The process of the electric vehicle 1 controlling the driving motor through the motor controller shown in (b) is similar to the above Figure 2 The electric vehicle 1 shown in (a) is similar and will not be described again here.

[0059] The electric vehicle control method for resisting crosswind provided in the embodiment of the present application is used to actively control the driving torque of the four wheels of the electric vehicle when the driving state of the electric vehicle is disturbed by crosswind during the driving process of the electric vehicle, thereby ensuring the stable driving of the electric vehicle in the crosswind scene. Specifically, in one embodiment, the electric vehicle control method includes:

[0060] During the driving process of the electric vehicle, when the electric vehicle is in a non-crosswind condition and the steering wheel angle of the electric vehicle is zero, the driving torque of the four wheels of the electric vehicle is controlled according to the opening of the accelerator pedal of the electric vehicle to drive the four wheels of the electric vehicle. At the first moment after the electric vehicle is hit by a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. At the second moment after the first moment, the steering wheel is returned to the center, and after the steering wheel is returned to the center, the driving torque of the four wheels is controlled according to the opening of the accelerator pedal of the electric vehicle.

[0061] It can be understood that the above embodiments are only examples. In another embodiment, the electric vehicle control method further includes:

[0062] At the first moment after the electric vehicle is hit by a crosswind from the right and the user turns the steering wheel to the right, the driving torque of the four wheels is actively controlled. At the second moment after the first moment, the steering wheel is returned to the center, and after the steering wheel is returned to the center, the driving torque of the four wheels is controlled according to the opening degree of the accelerator pedal of the electric vehicle.

[0063] In other words, the electric vehicle control method provided in the embodiment of the present application can support active and dynamic adjustment of the driving torque of the four wheels when the driving state of the electric vehicle is disturbed by the left side and the user turns the steering wheel to the left at the same time during the driving process of the electric vehicle, or when the driving state of the electric vehicle is disturbed by the crosswind on the right side and the user turns the steering wheel to the right at the same time, to ensure the stable driving of the electric vehicle in crosswind scenarios, with high control flexibility and a wide range of applications.

[0064] Here, by detecting whether the electric vehicle is in a crosswind scenario and dynamically adjusting the driving torque ratio of the four wheels in the crosswind scenario, a reverse torque is generated to resist the crosswind yaw torque, thereby preventing the electric vehicle from deviating from the driving track due to crosswind and improving driving stability.

[0065] In addition, by automatically adjusting the driving torque ratio of the four wheels, the vehicle body posture is kept balanced without the user's perception, and the response speed is fast, reducing the user's panic when encountering crosswind scenarios.

[0066] To facilitate understanding of the electric vehicle control method for resisting crosswinds provided in the embodiment of the present application, the electric vehicle control method for resisting crosswinds provided in the embodiment of the present application is described below in combination with the first moment t1, the second moment t2 and the third moment t3 when the electric vehicle is controlled under crosswind conditions.

[0067] Please also see Figure 3 , Figure 3 A timing diagram of the electric vehicle control process provided by the embodiment of the present application. Figure 3 As shown, at the first moment t1 after the electric vehicle is hit by a crosswind from the left side and the user controls the steering wheel to turn left by more than a first preset angle θ1, the driving torque of the left front wheel and the left rear wheel among the four wheels is actively controlled to decrease, and the driving torque of the right front wheel and the right rear wheel is controlled to increase, so that the driving torque of the two left wheels is less than the driving torque of the two right wheels, and the center of mass of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the above-mentioned yaw torque generated by the crosswind.

[0068] See again above Figure 3 ,like Figure 3 As shown, at the first moment t1 after the electric vehicle is subjected to a crosswind from the left and the user controls the steering wheel to turn left by more than the first preset angle θ1, the driving torque of the left front wheel and the left rear wheel among the four wheels is actively controlled to decrease, and the driving torque of the right front wheel and the right rear wheel is controlled to increase, so that the driving torque of the two left wheels is less than the driving torque of the two right wheels. Among them, the driving torque of the left rear wheel is controlled to be a negative torque, and the driving torque of the right rear wheel is controlled to be a positive torque, so that the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel increases, further improving the resistance strength to the yaw torque generated by the crosswind.

[0069] like Figure 3 As shown, at the first moment t1, the driving torque of the left front wheel and the left rear wheel among the four wheels is controlled to decrease, and the driving torque of the right front wheel and the right rear wheel is controlled to increase, the sum of the driving torque of the left front wheel and the right front wheel is controlled to remain unchanged, and the sum of the driving torque of the left rear wheel and the right rear wheel is controlled to remain unchanged, so that the ratio of the driving torque of the two front wheels to the driving torque of the two rear wheels remains unchanged, thereby ensuring the stability of the driving force of the electric vehicle in longitudinal driving.

[0070] like Figure 3 As shown, at the second moment t2 after the first moment t1, the steering wheel angle decreases, the driving torque of the left front wheel and the left rear wheel among the four wheels is controlled to increase, and the driving torque of the right front wheel and the right rear wheel is controlled to decrease, that is, the difference between the driving torque of the two left wheels and the driving torque of the two right wheels is actively controlled to decrease.

[0071] Please also see Figure 4 , Figure 4 Another timing diagram of the electric vehicle control process provided by the embodiment of the present application. Figure 4 As shown, at the first moment t1 after the electric vehicle is hit by a crosswind from the left side and the user controls the steering wheel to turn left by more than a first preset angle θ1, the driving torque of the left front wheel and the right front wheel among the four wheels is controlled to increase at the same time, and the driving torque of the left rear wheel and the right rear wheel among the four wheels is controlled to decrease at the same time, so that the driving torque allocated to the left front wheel and the right front wheel increases, thereby providing more support for the lateral force of the current electric vehicle and can better resist the lateral force generated by the above-mentioned crosswind.

[0072] Then, if Figure 4 As shown, the driving torque of the left front wheel and the left rear wheel is controlled to decrease at the same time and the driving torque of the right front wheel and the right rear wheel is controlled to increase at the same time, so that the driving torque of the two left wheels is less than the driving torque of the two right wheels. Further, in the process of controlling the driving torque of the left front wheel and the left rear wheel to decrease at the same time and controlling the driving torque of the right front wheel and the right rear wheel to increase at the same time, that is, Figure 4 Between t4 and t5, the sum of the driving torques of the left front wheel and the right front wheel is controlled to remain unchanged, and the sum of the driving torques of the left rear wheel and the right rear wheel is controlled to remain unchanged, so that the ratio of the driving torque of the two front wheels to the driving torque of the two rear wheels remains unchanged, ensuring the stability of the driving force of the electric vehicle in longitudinal driving.

[0073] like Figure 4As shown, at the second moment t2 after the first moment t1, the steering wheel angle decreases, the driving torque of the left front wheel and the left rear wheel among the four wheels is controlled to increase, and the driving torque of the right front wheel and the right rear wheel is controlled to decrease, that is, the difference between the driving torque of the two left wheels and the driving torque of the two right wheels is actively controlled to decrease. After the third moment t3, the driving torque of the four wheels is controlled to be the torque indicated by the accelerator pedal of the electric vehicle, that is, the driving torque of the four wheels of the electric vehicle is controlled according to the opening of the accelerator pedal of the electric vehicle.

[0074] Please also see Figure 5 , Figure 5 Another timing diagram of the electric vehicle control process provided by the embodiment of the present application. Figure 5 As shown, at the first moment t1 after the electric vehicle is subjected to a crosswind from the left and the user controls the steering wheel to turn left by more than the first preset angle θ1, the sum of the driving torques of the left front wheel and the left rear wheel is controlled to decrease and the sum of the driving torques of the right front wheel and the right rear wheel is controlled to increase, so that the driving torque of the two left wheels is less than the driving torque of the two right wheels. Further, between the first moment t1 and the second moment t2, the difference between the driving torque of the two left wheels and the driving torque of the two right wheels of the actively controlled electric vehicle increases with the increase of the steering wheel turning angle to the left. By identifying the increase of the steering wheel turning angle to the left, it is determined that the lateral force generated by the crosswind at this time increases, and the difference between the driving torque of the two left wheels and the driving torque of the two right wheels of the active electric vehicle continues to increase, further increasing the lateral force on the electric vehicle in the opposite direction to the lateral force generated by the crosswind, providing more support for the lateral force of the current electric vehicle, and better resisting the lateral force generated by the above-mentioned crosswind, thereby improving the driving stability of the electric vehicle under strong crosswind conditions.

[0075] At the third moment t3 after the second moment t2, the difference between the driving torque of the two left wheels and the driving torque of the two right wheels is controlled to be reduced to zero. After the third moment t3, the driving torque of the four wheels is controlled to be the torque indicated by the accelerator pedal of the electric vehicle, that is, the driving torque of the four wheels of the electric vehicle is controlled according to the opening of the accelerator pedal of the electric vehicle. After detecting that the crosswind condition has ended, the driving torque control of the wheels under normal straight driving without crosswind interference is restored, and the driving torque of the four wheels is controlled according to the opening of the accelerator pedal of the electric vehicle. The control mode is switched, and the torque efficiency of the motor output is higher.

[0076] See also Figure 6 , Figure 6 This is a schematic flow chart of a method for controlling an electric vehicle against crosswinds provided in an embodiment of the present application. Figure 6 As shown, the electric vehicle control method specifically includes the following steps:

[0077] S301, controlling the driving torque of four wheels of the electric vehicle according to the opening degree of the accelerator pedal of the electric vehicle.

[0078] In one embodiment, during the driving process of the electric vehicle, when the electric vehicle is in a non-crosswind condition and the steering wheel angle of the electric vehicle is zero, that is, the electric vehicle is driving normally in a straight line and there is no crosswind interference, the driving torque of the four wheels of the electric vehicle is controlled according to the opening of the accelerator pedal of the electric vehicle to drive the four wheels of the electric vehicle.

[0079] In one embodiment, during the driving of the electric vehicle, the actual longitudinal acceleration, lateral acceleration and yaw rate of the electric vehicle can be identified by an IMU (Inertial Measurement Unit) sensor. The theoretical lateral acceleration and theoretical yaw rate of the electric vehicle can also be calculated by converting the user's steering wheel angle, steering wheel angular velocity and the wheel end torque of each motor of the electric vehicle to the wheel end. Specifically, the theoretical lateral acceleration is expressed as:

[0080]

[0081] Among them, v x is the longitudinal speed of the electric vehicle, θ is the steering wheel angle, and La and Lb are the distances from the center of mass of the electric vehicle to the front axle and rear axle, respectively.

[0082] The theoretical yaw angular velocity w is expressed as:

[0083]

[0084] A comprehensive evaluation is performed based on the lateral acceleration, theoretical lateral acceleration, yaw angular velocity and theoretical yaw angular velocity to determine whether the electric vehicle is in a crosswind condition. When it is identified that the electric vehicle is in a crosswind condition, the driving torque of each wheel is actively controlled to ensure that the electric vehicle drives stably in the crosswind scenario.

[0085] In one embodiment, the change in lateral acceleration of an electric vehicle is not only due to the influence of crosswind, but also due to the influence of the lateral slope. Crosswind prediction based on the lateral acceleration difference alone will result in many misjudgments. Therefore, the angle of the electric vehicle body at the cross slope is calculated through a dynamic model, and the cross slope angle is used to correct the theoretical lateral acceleration and theoretical yaw rate. For example, when an electric vehicle is traveling on a road with a lateral slope angle, the corrected theoretical lateral acceleration a is obtained. y,m It is expressed as:

[0086] a y,m =a y -gsin(AgBank+AgRoll)

[0087] Among them, AgBank is the lateral slope of the road surface, and AgRoll is the roll angle of the electric vehicle.

[0088] The theoretical lateral acceleration and theoretical yaw velocity are corrected by the slope angle, thereby further improving the accuracy of the theoretical lateral acceleration and the theoretical yaw velocity. A comprehensive evaluation is performed based on the lateral acceleration, the corrected theoretical lateral acceleration, the yaw velocity and the corrected theoretical yaw velocity to determine whether the electric vehicle is in a crosswind condition, thereby improving the accuracy of the determination of the crosswind condition.

[0089] S302, determine whether the electric vehicle is in a crosswind condition and the steering wheel angle of the electric vehicle is not zero. If the judgment result is yes, execute step S303; if the judgment result is no, execute step S301.

[0090] In one embodiment, whether the electric vehicle is in a crosswind condition is determined based on the difference between the lateral acceleration and the theoretical lateral acceleration, as well as the difference between the yaw angular velocity and the theoretical yaw angular velocity. Specifically, when the difference between the lateral acceleration and the corrected theoretical lateral acceleration is greater than a first threshold, and the difference between the yaw angular velocity and the corrected theoretical yaw angular velocity is greater than a second threshold, it is determined that the current electric vehicle is in a crosswind condition.

[0091] In one embodiment, the theoretical lateral acceleration and the theoretical yaw angular velocity are corrected by the slope angle, and whether the electric vehicle is in a crosswind condition is determined based on the difference between the lateral acceleration and the corrected theoretical lateral acceleration, as well as the difference between the yaw angular velocity and the corrected theoretical yaw angular velocity. Specifically, when the difference between the lateral acceleration and the corrected theoretical lateral acceleration is greater than a first threshold, and the difference between the yaw angular velocity and the corrected theoretical yaw angular velocity is greater than a second threshold, it is determined that the current electric vehicle is in a crosswind condition.

[0092] In one embodiment, the steering wheel angle of the electric vehicle is obtained at the same time. When the electric vehicle is in a crosswind condition and the steering wheel angle of the electric vehicle is greater than a first preset angle, the driving torque of each wheel is actively controlled to ensure that the electric vehicle runs stably in a crosswind scenario. Otherwise, the driving torque control of the wheels is maintained in a normal straight line without crosswind interference.

[0093] S303, actively controls the driving torque of the four wheels.

[0094] In one embodiment, the electric vehicle powertrain includes four motors, and the positions of the motors can be referenced Figure 2 The electric vehicle 1 structure shown in (a) is shown in FIG. At the first moment after the electric vehicle is hit by a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the left front wheel and the left rear wheel among the four wheels is actively controlled to decrease, and the driving torque of the right front wheel and the right rear wheel among the four wheels is controlled to increase. Figure 7 , Figure 7A control schematic diagram of an electric vehicle under crosswind conditions provided by an embodiment of the present application. Figure 7 As shown, Figure 7 In (a), the electric vehicle is subject to a crosswind from the left and the steering wheel angle of the electric vehicle is zero. Figure 7 In (b), after the electric vehicle is hit by a crosswind from the left, the user turns the steering wheel to the left to resist the lateral force from the crosswind. After the user turns the steering wheel to the left, the forward direction of the electric vehicle also shifts to the left. At this time, the impact of the crosswind from the left on the electric vehicle is concentrated above the center of mass of the electric vehicle, that is, the crosswind acts on the front part of the electric vehicle, causing the center of mass of the electric vehicle to generate a yaw torque in a clockwise direction. Excessive yaw torque will cause the electric vehicle to produce yaw motion, affecting the driving stability of the electric vehicle. At the first moment after the electric vehicle is affected by a crosswind from the left and the user controls the steering wheel to turn left by more than a first preset angle, by actively controlling the driving torque of the left front wheel and the left rear wheel among the four wheels to decrease when detecting that the electric vehicle is affected by a crosswind from the left, and controlling the driving torque of the right front wheel and the right rear wheel among the four wheels to increase, so that the driving torque of the two left wheels is less than the driving torque of the two right wheels, the center of mass of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated by the crosswind, thereby offsetting the tendency of the electric vehicle to generate yaw motion, avoiding the electric vehicle from deviating from the driving track due to the crosswind, and improving driving stability. In addition, by distributing the driving torque of the four wheels, a larger yaw moment can be obtained under a smaller steering wheel angle control, avoiding user panic.

[0095] It can be understood that at the first moment after the electric vehicle is hit by a crosswind from the right and the user turns the steering wheel to the right, the yaw torque generated by the crosswind acting on the center of mass of the electric vehicle is counterclockwise. By actively controlling the increase of the driving torque of the left front wheel and the left rear wheel among the four wheels, and controlling the reduction of the driving torque of the right front wheel and the right rear wheel among the four wheels, the center of mass of the electric vehicle generates a clockwise yaw torque to resist the yaw torque generated by the crosswind, thereby offsetting the tendency of the electric vehicle to generate yaw motion, avoiding the electric vehicle from deviating from the driving track due to the crosswind, and improving driving stability. In addition, by automatically adjusting the driving torque ratio of the four wheels, the vehicle body posture is kept balanced without the user's perception, and the response speed is fast, reducing the user's sense of panic in the crosswind scene.

[0096] In one embodiment, at the first moment after the electric vehicle is subjected to a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the left front wheel among the four wheels is controlled to be less than the driving torque of the right front wheel, and the driving torque of the left rear wheel is controlled to be a negative torque and the driving torque of the right rear wheel is controlled to be a positive torque. Specifically, after the electric vehicle is subjected to a crosswind from the left, the user in the electric vehicle turns the steering wheel to the left to resist the lateral force from the crosswind, and at this time, the center of mass of the electric vehicle generates a yaw torque in a clockwise direction. At the first moment after the electric vehicle is subjected to a crosswind from the left and the user turns the steering wheel to the left, by actively controlling the driving torque of the left front wheel among the four wheels to be less than the driving torque of the right front wheel when it is detected that the electric vehicle is affected by the crosswind from the left, and controlling the driving torque of the left rear wheel among the four wheels to be less than the driving torque of the right rear wheel, the center of mass of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated by the above-mentioned crosswind. If the yaw torque generated by the crosswind is still too large at this time, for example, if the difference between the yaw angular velocity and the theoretical yaw angular velocity is detected to be greater than the second threshold, the driving torque of the left rear wheel continues to be reduced, so that the driving torque of the left rear wheel is a negative torque. By controlling the driving torque of the left rear wheel to be a negative torque and the driving torque of the right rear wheel to be a positive torque, the resistance strength to the yaw torque generated by the crosswind is further improved, and the driving stability of the electric vehicle under strong crosswind conditions is improved.

[0097] It can be understood that at the first moment after the electric vehicle is hit by a crosswind from the right and the user turns the steering wheel to the right, the yaw torque generated by the crosswind acting on the center of mass of the electric vehicle is counterclockwise. By actively controlling the driving torque of the right front wheel among the four wheels to be smaller than the driving torque of the left front wheel, and controlling the driving torque of the right rear wheel to be a negative torque and controlling the driving torque of the left rear wheel to be a positive torque, the yaw torque generated by the center of mass of the electric vehicle in a clockwise direction is further increased to resist the above-mentioned yaw torque generated by the crosswind, thereby improving the driving stability of the electric vehicle under strong crosswind conditions.

[0098] In one embodiment, at the first moment after the electric vehicle is hit by a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the left front wheel and the right front wheel among the four wheels is controlled to increase simultaneously, and the driving torque of the left rear wheel and the right rear wheel among the four wheels is controlled to decrease simultaneously. After the driving torque of the left front wheel and the right front wheel is controlled to increase simultaneously, the driving torque of the left front wheel and the left rear wheel is controlled to decrease simultaneously, and the driving torque of the right front wheel and the right rear wheel is controlled to increase simultaneously. Figure 8 , Figure 8 Another control schematic diagram of an electric vehicle under crosswind conditions provided by an embodiment of the present application. Figure 8 As shown, Figure 8The electric vehicle is subjected to a crosswind from the left side. After the electric vehicle is subjected to a crosswind from the left side, the user in the electric vehicle turns the steering wheel to the left with an angle of , so as to resist the lateral force from the crosswind. Here, F x _ fl 、F x _ fr 、F x _ rl and F x _ rr are the longitudinal forces on the left front wheel, right front wheel, left rear wheel and right rear wheel respectively, F y _ fl 、F y _ fr 、F y _ rl and F y _ rr The lateral forces on the left front wheel, right front wheel, left rear wheel and right rear wheel are respectively, then the lateral force F of the electric vehicle y It is expressed as:

[0099] F y =F x _ fl *sinθ+F y _ fl *cosθ+F x _ fr *sinθ+F y _ fr *cosθ+F y _ rl +F y _ rr

[0100] Since the left front wheel and the right front wheel turn to the left and the turning angle is θ, when the driving torque is equal to the driving torque of the two rear wheels, the left front wheel and the right front wheel can provide more lateral force in the lateral force direction of the electric vehicle. In other words, by controlling the driving torque of the left front wheel and the right front wheel to increase at the same time, and controlling the driving torque of the left rear wheel and the right rear wheel among the four wheels to decrease at the same time, so that the driving torque allocated to the left front wheel and the right front wheel increases, the lateral force of the current electric vehicle can be supported more, and the lateral force generated by the above-mentioned crosswind effect can be better resisted.

[0101] Furthermore, the yaw torque M of the electric vehicle's center of mass z It is expressed as:

[0102]

[0103] Among them, B fis the distance between the coaxial left and right wheels, and La and Lb are the distances from the center of mass of the electric vehicle to the front and rear axles, respectively. After the driving torques of the left front wheel and the right front wheel are controlled to increase simultaneously, the driving torques of the left front wheel and the left rear wheel are controlled to decrease simultaneously, and the driving torques of the right front wheel and the right rear wheel are controlled to increase simultaneously, so that the center of mass of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated by the crosswind, offset the tendency of the electric vehicle to generate yaw motion, avoid the electric vehicle from deviating from the driving track due to the crosswind, and improve driving stability.

[0104] In one embodiment, in the process of actively controlling the driving torque of the two left wheels of the electric vehicle to be less than the driving torque of the two right wheels, in response to the accelerator pedal opening remaining unchanged, the component of the driving torque of the four wheels along the longitudinal direction of the body of the electric vehicle is controlled to remain unchanged.

[0105] See again Figure 8 , along the longitudinal force F of the electric vehicle body x It is expressed as:

[0106] F x =F x _ fl *cosθ-F y _ fl *sinθ+F x _ fr *cosθ-F y _ fr *sinθ+F x _ rl +F x _ rr

[0107] By controlling the component of the driving torque of the four wheels along the longitudinal direction of the electric vehicle's body to remain unchanged, the longitudinal force of the electric vehicle remains unchanged during the process of controlling the driving torque of the four wheels, thereby ensuring the stability of the driving force of the electric vehicle in longitudinal driving, avoiding sudden acceleration or deceleration, further reducing the user's perception during the control process, and providing a better driving experience.

[0108] In one embodiment, in the process of actively controlling the driving torque of the two left wheels of the electric vehicle to be less than the driving torque of the two right wheels, in response to the accelerator pedal opening remaining unchanged, the sum of the driving torque of the four wheels is controlled to remain unchanged, so that in the process of controlling the driving torque of the four wheels, the longitudinal force of the electric vehicle remains unchanged, thereby ensuring the stability of the driving force of the electric vehicle in longitudinal driving, avoiding sudden acceleration or deceleration, further reducing the user's perception during the control process, and providing a better driving experience.

[0109] In one embodiment, in the process of controlling the driving torque of the left front wheel and the left rear wheel to decrease at the same time and controlling the driving torque of the right front wheel and the right rear wheel to increase at the same time, the sum of the driving torque of the left front wheel and the right front wheel is controlled to remain unchanged, and the sum of the driving torque of the left rear wheel and the right rear wheel is controlled to remain unchanged, so that the ratio of the driving torque of the two front wheels to the driving torque of the two rear wheels remains unchanged, thereby ensuring the stability of the driving force of the electric vehicle in longitudinal driving, avoiding sudden acceleration or deceleration, further reducing the user's perception during the control process, and providing a better driving experience.

[0110] In one embodiment, the electric vehicle powertrain includes three motors, and the motor positions can be referenced Figure 2 The electric vehicle 1 architecture is shown in (b). At the first moment after the electric vehicle is hit by a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the left front wheel and the right front wheel among the four wheels is controlled to increase at the same time, and the driving torque of the left rear wheel and the right rear wheel among the four wheels is controlled to decrease at the same time. Since the left front wheel and the right front wheel turn to the left, when the driving torque is equal to the driving torque of the two rear wheels, the left front wheel and the right front wheel can provide more lateral force in the lateral force direction of the electric vehicle. After controlling the driving torque of the left front wheel and the right front wheel to increase at the same time, the driving torque of the left rear wheel is controlled to decrease and the driving torque of the right rear wheel is controlled to increase. At the first moment after the electric vehicle is hit by a crosswind from the left and the user turns the steering wheel to the left, the yaw torque generated by the crosswind acting on the center of mass of the electric vehicle is clockwise. By actively controlling the driving torque of the left rear wheel to decrease and controlling the driving torque of the right rear wheel to increase, the center of mass of the electric vehicle generates a counterclockwise yaw torque to resist the yaw torque generated by the crosswind, thereby offsetting the tendency of the electric vehicle to generate yaw motion, avoiding the electric vehicle from deviating from the driving track due to the crosswind, and improving driving stability.

[0111] In one embodiment, at the first moment after the electric vehicle is hit by a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. After the driving torque of the four wheels is actively controlled, the turning angle of the steering wheel to the left is actively controlled to increase. Specifically, after actively controlling the driving torque of the four wheels, in response to the difference between the lateral acceleration of the electric vehicle and the theoretical lateral acceleration being greater than the first threshold, which means that after the driving torque of the four wheels is currently controlled, the lateral force generated by the crosswind is still too large, then the turning angle of the steering wheel to the left is actively controlled to continue to increase, further increasing the lateral force on the electric vehicle in the opposite direction to the lateral force generated by the crosswind, providing more support for the current lateral force of the electric vehicle, and better resisting the lateral force generated by the above-mentioned crosswind, thereby improving the driving stability of the electric vehicle under strong crosswind conditions.

[0112] In one embodiment, at the first moment after the electric vehicle is subjected to the crosswind from the left and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. After the driving torque of the four wheels is actively controlled, the braking system of the electric vehicle is actively controlled to output braking force to the four wheels, and the braking force output by the braking system to the left front wheel and the left rear wheel is controlled to be greater than the braking force output to the right front wheel and the right rear wheel. Specifically, after the driving torque of the four wheels is actively controlled, in response to the difference between the yaw angular velocity of the electric vehicle and the theoretical yaw angular velocity being greater than the second threshold, that is, after the driving torque of the four wheels is currently controlled, the yaw torque generated by the crosswind is still too large, then the braking system of the electric vehicle is actively controlled to output braking force to the four wheels, and the braking force output by the braking system to the left front wheel and the left rear wheel is controlled to be greater than the braking force output to the right front wheel and the right rear wheel, so that the yaw torque in the counterclockwise direction on the center of mass of the electric vehicle is increased, which can better resist the yaw torque generated by the crosswind, and improve the driving stability of the electric vehicle under strong crosswind conditions.

[0113] In one embodiment, after actively controlling the driving torque of the four wheels, in response to the yaw rate of the electric vehicle being greater than a set threshold, or in response to the difference between the yaw rate of the electric vehicle and the theoretical yaw rate being greater than a second threshold, it means that after the driving torque of the four wheels is currently controlled, the yaw torque generated by the crosswind is still too large. The electric vehicle is braked by controlling the braking system to make the electric vehicle stop urgently, thereby ensuring the driving safety of the electric vehicle under strong crosswind conditions.

[0114] In one embodiment, at the first moment after the electric vehicle is subjected to a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. At the first moment after the electric vehicle is subjected to a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. After the driving torque of the four wheels is actively controlled, the turning angle of the steering wheel to the left is actively controlled to increase. After the turning angle of the steering wheel to the left is actively controlled to increase, the braking system of the electric vehicle is actively controlled to output braking force to the four wheels to emergency brake the electric vehicle. Specifically, after actively controlling the driving torque of the four wheels, in response to the difference between the lateral acceleration of the electric vehicle and the theoretical lateral acceleration being greater than the first threshold, or in response to the difference between the yaw angular velocity of the electric vehicle and the theoretical yaw angular velocity being greater than the second threshold, it means that after the driving torque of the four wheels is controlled, the yaw torque generated by the crosswind is still too large, then the steering wheel is actively controlled to continue to turn to the left, and then the braking system of the electric vehicle is actively controlled to output braking force to the four wheels, thereby increasing the support for the current lateral force of the electric vehicle, and the yaw torque in the counterclockwise direction above the center of mass of the electric vehicle increases, thereby improving the driving stability of the electric vehicle under strong crosswind conditions.

[0115] S304, after the steering wheel is returned to the center, the driving torque of the four wheels is controlled according to the opening degree of the accelerator pedal of the electric vehicle.

[0116] In one embodiment, at the first moment after the electric vehicle is hit by a crosswind from the left and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled until the difference between the lateral acceleration and the modified theoretical lateral acceleration is not greater than the first threshold, and the difference between the yaw rate and the modified theoretical yaw rate is not greater than the second threshold. After detecting that the crosswind condition has ended, the driving torque control of the wheels is restored to normal straight driving without crosswind interference, and the driving torque of the four wheels is controlled according to the opening of the accelerator pedal of the electric vehicle. By automatically switching the control mode, the torque output by the motor is more efficient.

[0117] An embodiment of the present application also provides a controller, which is used to execute the electric vehicle control method in the above embodiment.

[0118] It is understood that the controller may be a single controller, such as a motor controller or a vehicle controller, or the controller may be a controller cluster composed of multiple controllers, for example, the controller cluster includes but is not limited to a motor controller or a vehicle controller.

[0119] It can be understood that when the controller is a vehicle controller, the controller is used to control the motors in multiple powertrains when the electric vehicle is in a non-crosswind condition and the steering wheel angle of the electric vehicle is zero, so that the multiple motors output the torque indicated by the torque signal to control the driving torque of the four wheels of the electric vehicle. Alternatively, the torque demand of the electric vehicle can be calculated according to the accelerator pedal movement state indicated by the accelerator pedal signal, and the torque output by the motors in the multiple powertrains can be controlled. When the electric vehicle is subject to a crosswind on the left and the user turns the steering wheel to the left, the motors in the multiple powertrains are actively controlled to adjust the torque output. After actively controlling the multiple powertrains to adjust the torque output, the torque output by the motors in the multiple powertrains is controlled according to the received torque signal.

[0120] It can be understood that when the controller is a motor controller, for example, one of the multiple motor controllers can be used as the main controller, and the main controller is used to output a torque signal to other motor controllers other than the main controller when the electric vehicle is in a non-crosswind condition and the steering wheel angle of the electric vehicle is zero, so that each motor controller controls the torque indicated by the corresponding motor output torque signal to control the driving torque of the four wheels of the electric vehicle. Alternatively, the torque demand of the electric vehicle can be calculated according to the accelerator pedal motion state indicated by the accelerator pedal signal, and the corresponding torque demand is output to other motor controllers other than the main controller, so that each motor controller controls the torque output of the corresponding motor. When the electric vehicle is subjected to a crosswind on the left and the user turns the steering wheel to the left, the corresponding torque adjustment information is output to other motor controllers, so that each motor controller controls the corresponding motor to adjust the torque output. After actively controlling multiple powertrains to adjust the torque output, the torque output of the motors in the multiple powertrains is controlled according to the received torque signal.

[0121] Here, by dynamically adjusting the driving torque ratio of the four wheels in a crosswind scenario, a reverse torque is generated to resist the crosswind yaw torque, preventing the electric vehicle from deviating from the driving track due to the crosswind, thereby improving driving stability. In addition, by automatically adjusting the driving torque ratio of the four wheels, the vehicle body posture is kept balanced without the user's perception, and the response speed is fast, reducing the user's panic in a crosswind scenario.

[0122] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling an electric vehicle against crosswinds, characterized in that: The electric vehicle control method is used to control multiple motors of the electric vehicle to adjust torque output when the electric vehicle is in a crosswind condition so as to control the electric vehicle to resist crosswind yaw. The electric vehicle control method includes: At a first moment after the steering wheel of the electric vehicle is turned to the left by more than a first preset angle, actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels; At a second moment after the first moment, the leftward turning angle of the steering wheel decreases, and the difference between the driving torque of the two left wheels and the driving torque of the two right wheels is actively controlled to decrease.

2. The electric vehicle control method according to claim 1, characterized in that: The actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes: The driving torque of the left front wheel and the left rear wheel of the electric vehicle is controlled to decrease, and the driving torque of the right front wheel and the right rear wheel is controlled to increase.

3. The electric vehicle control method according to claim 2, characterized in that: The actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes: Controlling the driving torque of the left front wheel to be smaller than the driving torque of the right front wheel; The driving torque of the left rear wheel is controlled to be a negative torque and the driving torque of the right rear wheel is controlled to be a positive torque.

4. The electric vehicle control method according to claim 1, characterized in that: The actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes: First, the driving torques of the left front wheel and the right front wheel of the electric vehicle are controlled to increase simultaneously, and the driving torques of the left rear wheel and the right rear wheel are controlled to decrease simultaneously; After controlling the driving torques of the left front wheel and the right front wheel to increase simultaneously, controlling the driving torques of the left front wheel and the left rear wheel of the electric vehicle to decrease simultaneously and controlling the driving torques of the right front wheel and the right rear wheel to increase simultaneously.

5. The electric vehicle control method according to claim 4, characterized in that: The actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes: In the process of controlling the driving torque of the left front wheel and the left rear wheel to decrease at the same time and controlling the driving torque of the right front wheel and the right rear wheel to increase at the same time, the sum of the driving torque of the left front wheel and the right front wheel is controlled to remain unchanged and the sum of the driving torque of the left rear wheel and the right rear wheel is controlled to remain unchanged.

6. The electric vehicle control method according to claim 1, characterized in that: The actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes: First, the driving torques of the left front wheel and the right front wheel of the electric vehicle are controlled to increase simultaneously, and the driving torques of the left rear wheel and the right rear wheel are controlled to decrease simultaneously; After the driving torques of the left front wheel and the right front wheel are controlled to increase simultaneously, the driving torque of the left rear wheel is controlled to decrease and the driving torque of the right rear wheel is controlled to increase.

7. The electric vehicle control method according to any one of claims 1 to 6, characterized in that: The electric vehicle control method further includes: After the first moment, the braking system of the electric vehicle is actively controlled to output braking force to the four wheels and the braking system is controlled to output a braking force greater than the braking force output to the two left wheels.

8. The electric vehicle control method according to any one of claims 1 to 6, characterized in that: The electric vehicle control method further includes: After the first moment, the electric vehicle is actively controlled to increase its leftward turning angle.

9. The electric vehicle control method according to claim 7 or 8, characterized in that: The electric vehicle control method further includes: After the first moment, in response to a yaw rate of the electric vehicle being greater than a set threshold, the braking system is controlled to brake the electric vehicle so that the electric vehicle stops urgently.

10. The electric vehicle control method according to any one of claims 1 to 9, characterized in that: The electric vehicle control method further includes: In the process of actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels, the sum of the components of the driving torque of the four wheels along the longitudinal direction of the vehicle body of the electric vehicle is controlled to remain unchanged.

11. The electric vehicle control method according to any one of claims 1 to 9, characterized in that: The electric vehicle control method further includes: In the process of actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels, the sum of the driving torques of the four wheels is controlled to remain unchanged.

12. The electric vehicle control method according to any one of claims 1 to 9, characterized in that: The electric vehicle control method further includes: Between the first moment and the second moment, the difference between the driving torque of the two left wheels and the driving torque of the two right wheels of the electric vehicle is actively controlled to increase as the leftward turning angle of the steering wheel increases.

13. The electric vehicle control method according to any one of claims 1 to 9, characterized in that: The electric vehicle control method further includes: At a third moment after the second moment, controlling the difference between the driving torque of the two left wheels and the driving torque of the two right wheels to decrease to zero; After the third moment, the driving torque of the four wheels is controlled to be the torque indicated by the accelerator pedal of the electric vehicle.

14. A controller for an electric vehicle with a crosswind resistance function, characterized in that: The controller is used to execute the method according to any one of claims 1 to 13.

15. An electric vehicle, characterized in that: The electric vehicle comprises four motors, a power battery and a controller as claimed in claim 14; wherein, The four motors are used to receive power from the power battery and output driving torque to the four wheels of the electric vehicle.

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