Method, controller and electric vehicle for controlling an electric vehicle against crosswinds

Abstract

The embodiment of the application provides a cross-wind-resistant electric vehicle control method, a controller and an electric vehicle. The electric vehicle control method is used for controlling multiple motors of the electric vehicle to adjust torque output when the electric vehicle is in a cross-wind working condition, so as to control the electric vehicle to resist cross-wind yaw. The electric vehicle control method comprises the following steps: at a first time point after a steering wheel of the electric vehicle is turned to the left by more than a first preset angle, driving torque of two left wheels of the electric vehicle is actively controlled to be less than driving torque of two right wheels. At a second time point after the first time point, a turning angle of the steering wheel to the left is reduced, and a difference between the driving torque of the two left wheels and the driving torque of the two right wheels is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobiles, and in particular to an anti-crosswind electric vehicle control method, controller and electric vehicle. BACKGROUND

[0002] When a high-speed vehicle passes a large truck, exits a tunnel or passes over a bridge, it is often affected by crosswind in nature. The driving state of the vehicle is disturbed by the crosswind, resulting in influences such as roll, lateral speed, yaw angular velocity, and deviation from the driving track. In order to maintain straight driving of the vehicle, the user needs to operate the steering wheel, and if the disturbance intensity of the crosswind is too large, the user will feel that the vehicle is not stable, causing fear and anxiety, and long-distance driving will cause the user to fatigue prematurely, inducing traffic accidents. When considering lateral stability control, the vehicle usually increases the lateral stability bar stiffness, spring stiffness, and shock absorber resistance to improve the support of the single-sided suspension. However, the above measures improve the lateral stability of the vehicle while making the suspension of the vehicle harder during normal driving, and the comfort of the passengers is reduced. In addition, the system cannot cope with the influence of the crosswind on the yaw torque, and the driving safety is still a problem, and under the action of a strong crosswind, the user will still panic. SUMMARY

[0003] The present application provides an anti-crosswind electric vehicle control method, controller and electric vehicle, which can dynamically adjust the driving torque of the four wheels in a crosswind scene to generate a reverse torque to resist the crosswind yaw torque, avoid the deviation of the electric vehicle from the driving track due to the crosswind, and improve the driving stability.

[0004] In a first aspect, the present application provides an electric vehicle control method for controlling a plurality of electric machines of an electric vehicle to adjust torque output to control the electric vehicle to resist crosswind yaw when the electric vehicle is in a crosswind working condition. The electric vehicle control method comprises actively controlling the driving torque of two left wheels of the electric vehicle to be less than the driving torque of two right wheels after a first time point when a steering wheel of the electric vehicle is turned left by more than a first preset angle. At a second time point after the first time point, the steering wheel is turned left by a smaller angle, and the difference between the driving torque of the two left wheels and the driving torque of the two right wheels is reduced.

[0005] The electric vehicle control method provided by the embodiments of the present application can support active dynamic adjustment of the driving torques of the four wheels when the driving state of the electric vehicle is interfered by left crosswind and the user simultaneously turns the steering wheel to the left, or when the driving state of the electric vehicle is interfered by right crosswind and the user simultaneously turns the steering wheel to the right, so as to guarantee the stable driving of the electric vehicle in the crosswind scene, and the control flexibility is high and the application range is wide. Here, whether the electric vehicle is in the crosswind scene is detected, and the driving torque ratio of the four wheels is dynamically adjusted in the crosswind scene to generate a reverse torque resisting the crosswind yawing torque, so as to avoid the deviation of the electric vehicle from the driving track due to the crosswind and improve the driving stability. In addition, the driving torque ratio of the four wheels is automatically adjusted, so that the vehicle body posture is kept balanced without the user's perception, the response speed is fast, and the user's panic in the crosswind scene is reduced.

[0006] In a possible implementation, the driving torques of the two left wheels of the electric vehicle are actively controlled to be smaller than the driving torques of the two right wheels, including reducing the driving torques of the left front wheel and the left rear wheel of the electric vehicle and increasing the driving torques of the right front wheel and the right rear wheel.

[0007] At the first time after the electric vehicle is interfered by the left crosswind and the user turns the steering wheel to the left, the driving torques of the left front wheel and the left rear wheel among the four wheels are actively controlled to be reduced, and the driving torques of the right front wheel and the right rear wheel among the four wheels are actively controlled to be increased when it is detected that the electric vehicle is interfered by the left crosswind, so that the center of mass of the electric vehicle generates a counterclockwise yawing torque to resist the above-mentioned yawing torque generated due to the crosswind, thereby eliminating the tendency of the electric vehicle to generate yawing motion, avoiding the deviation of the electric vehicle from the driving track due to the crosswind, and improving the driving stability. In addition, by distributing the driving torques of the four wheels, a larger yawing torque can be obtained under a smaller steering wheel angle control, and the user's panic is avoided.

[0008] In a possible implementation, the driving torques of the two left wheels of the electric vehicle are actively controlled to be smaller than the driving torques 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 a negative torque and the driving torque of the right rear wheel to be a positive torque, the resistance to the yawing torque generated due to the crosswind is further improved, and the driving stability of the electric vehicle in the strong crosswind working condition is improved.

[0010] In a 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 right front wheel to increase simultaneously and controlling the driving torque of the left rear wheel and the right rear wheel to decrease simultaneously. After controlling the driving torque of the left front wheel and the right front wheel to increase simultaneously, the driving torque of the left front wheel and the left rear wheel of the electric vehicle is controlled to decrease simultaneously, and the driving torque of the right front wheel and the right rear wheel is controlled to increase simultaneously.

[0011] It can be understood that, in the case that 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 simultaneously and controlling the driving torque of the left rear wheel and the right rear wheel among the four wheels to decrease simultaneously, the driving torque distributed to the left front wheel and the right front wheel is increased, so that more support is provided to the lateral force of the current electric vehicle, and the electric vehicle can better resist the lateral force generated by the above-mentioned crosswind.

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

[0013] In a 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 simultaneously and controlling the driving torque of the right front wheel and the right rear wheel to increase simultaneously. During the process of controlling the driving torque of the left front wheel and the left rear wheel to decrease simultaneously and controlling the driving torque of the right front wheel and the right rear wheel to increase simultaneously, the sum of the driving torque of the left front wheel and the right front wheel is controlled to be unchanged, and the sum of the driving torque of the left rear wheel and the right rear wheel is controlled to be unchanged.

[0014] It can be understood that, by controlling the ratio of the driving torque of the two front wheels to the driving torque of the two rear wheels to remain unchanged, the stability of the driving force of the electric vehicle in the longitudinal driving is guaranteed, sudden acceleration or deceleration is avoided, the perception of the user during the control process is further reduced, and the driving experience is better.

[0015] In a 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 right front wheel to increase simultaneously and controlling the driving torque of the left rear wheel and the right rear wheel to decrease simultaneously. After controlling the driving torque of the left front wheel and the right front wheel 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.

[0016] It can be understood that, at the first moment after the electric vehicle is subjected to crosswind from the left side and the user turns the steering wheel to the left, the yawing 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 the driving torque of the right rear wheel to increase, the yawing torque generated by the center of mass of the electric vehicle in the counterclockwise direction is generated to resist the yawing torque generated by the crosswind, thereby eliminating the tendency of the electric vehicle to generate yawing motion, avoiding the electric vehicle deviating from the driving track due to the crosswind, and improving the driving stability.

[0017] In a 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 forces to the four wheels and controlling the braking system to output a braking force greater to the two left wheels than to the two right wheels.

[0018] It can be understood that, after actively controlling the driving torques of the four wheels, if the yawing 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 forces to the four wheels, and the braking system is controlled to output a braking force greater to the left front wheel and the left rear wheel than to the right front wheel and the right rear wheel, so that the yawing torque in the counterclockwise direction generated by the center of mass of the electric vehicle is increased, which can better resist the yawing torque generated by the crosswind, thereby improving the driving stability of the electric vehicle under a stronger crosswind condition.

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

[0020] It can be understood that, after actively controlling the driving torques of the four wheels, if the lateral force generated by the crosswind is still too large at this time, the turning angle of the steering wheel to the left is actively controlled to continue to increase, further increasing the lateral force of the electric vehicle in the direction opposite to the lateral force generated by the crosswind, and providing more support to the current lateral force of the electric vehicle, which can better resist the lateral force generated by the crosswind, thereby improving the driving stability of the electric vehicle under a stronger crosswind condition.

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

[0022] It can be understood that, after actively controlling the driving torques of the four wheels, if the yawing torque generated by the crosswind is still too large at this time, by controlling the braking system to brake the electric vehicle to make the electric vehicle stop urgently, the driving safety of the electric vehicle under a stronger crosswind condition is ensured.

[0023] In a possible implementation, the electric vehicle control method further includes keeping the sum of the components of the driving torques of the four wheels in the longitudinal direction of the vehicle body unchanged during the process of actively controlling the driving torques of the two left wheels to be less than the driving torques of the two right wheels.

[0024] By keeping the components of the driving torques of the four wheels in the longitudinal direction of the vehicle body unchanged, the longitudinal force of the electric vehicle is kept unchanged during the process of controlling the driving torques of the four wheels, which guarantees the stability of the driving force of the electric vehicle in the longitudinal driving, avoids sudden acceleration or deceleration, further reduces the perception of the user during the control process, and provides a better driving experience.

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

[0026] By keeping the sum of the driving torques of the four wheels unchanged, the longitudinal force of the electric vehicle is kept unchanged during the process of controlling the driving torques of the four wheels, which guarantees the stability of the driving force of the electric vehicle in the longitudinal driving, avoids sudden acceleration or deceleration, further reduces the perception of the user during the control process, and provides a better driving experience.

[0027] In a possible implementation, the electric vehicle control method further includes increasing the difference between the driving torques of the two left wheels and the driving torques of the two right wheels as the steering wheel turns left during the period between the first time and the second time.

[0028] By recognizing the increase of the steering wheel turning left, it is determined that the lateral force generated by the crosswind increases, and the difference between the driving torques of the two left wheels and the driving torques of the two right wheels is further increased, which further increases the lateral force on the electric vehicle in the direction opposite to the lateral force generated by the crosswind, provides more support for the current lateral force of the electric vehicle, better resists the lateral force generated by the crosswind, and improves the driving stability of the electric vehicle in the strong crosswind condition.

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

[0030] After detecting the end of the crosswind working condition, the driving torque control of the wheels is resumed under normal straight driving and without crosswind interference, the driving torques of the four wheels are controlled according to the opening degree of the accelerator pedal of the electric vehicle, the control mode is switched, and the torque efficiency of the motor output is higher.

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

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

[0033] Figure 1 A scene schematic diagram of an electric vehicle provided by an embodiment of the present application;

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

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

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

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

[0038] Figure 6 A flowchart of an electric vehicle control method with crosswind resistance provided by an embodiment of the present application;

[0039] Figure 7 A control schematic diagram of an electric vehicle in a crosswind working condition provided by an embodiment of the present application;

[0040] Figure 8 Another control schematic diagram of an electric vehicle in a crosswind working condition provided by an embodiment of the present application. DETAILED DESCRIPTION

[0041] When high-speed cars meet or overtake large trucks, exit tunnels, or cross bridges, they are frequently affected by crosswinds. Electric vehicles are also affected by crosswinds, resulting in tilting, lateral velocity, and yaw rate, causing them to deviate from their driving path. To maintain straight-line driving, users need to operate the steering wheel. However, if the crosswind interference is too strong, it can make users feel that the electric vehicle is unstable, causing fear and anxiety. Furthermore, it can lead to premature fatigue during long-distance driving, potentially causing traffic accidents. One solution for electric vehicles is to increase the stiffness of the stabilizer bar, spring stiffness, and shock absorber resistance to improve the support of the suspension on one side. While these measures improve lateral stability, they also make the suspension stiffer during normal driving, reducing passenger comfort. Moreover, this system cannot cope with the yaw torque effect of crosswinds on electric vehicles, leaving driving safety issues unresolved. Strong crosswinds can still cause user panic.

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

[0043] See Figure 1 , Figure 1 This is a schematic diagram of a scenario for an electric vehicle provided in an embodiment of this application. Figure 1 As shown, the electric vehicle 1 includes a powertrain 10, a power battery 11, and a braking system 12. Among them,

[0044] The power battery 11 provides electrical energy to the powertrain 10, which in turn receives power from the battery 11 and provides power to the electric vehicle 1. The braking system 12 provides braking force to the electric vehicle 1 when it is braking. The powertrain 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, also known as a motor control unit (MCU) 20, can control the torque or speed output by the motor 21. The motor 21 can be connected to one or more wheels. The motor 21 receives control commands from the motor controller 20, rotates based on these commands, and drives the wheels to rotate.

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

[0046] It can be understood that the electric vehicle 1 in the embodiments of the present application can be any one of different types of automobiles such as a car, a truck, a passenger bus, and the like, can also be a three-wheeled vehicle, a two-wheeled vehicle, a train, and the like, or other transportation devices for carrying people or goods, or other types of transportation tools driven by a power battery, and the embodiments of the present application do not limit this. The electric vehicle includes but is not limited to a pure electric vehicle (pure EV / battery EV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a new energy vehicle (NEV), and the like.

[0047] It can be understood that the embodiments of the present application do not limit the specific type of the powertrain, and as an example but not limitation, the above-mentioned powertrain 10 can be a centralized powertrain, or a hub motor powertrain or a wheel motor powertrain. The hub motor powertrain directly sets the motor and the reducer in the rim, and cancels the half shaft, the universal joint, the differential, the transmission, and the like. The wheel motor powertrain sets the motor on the subframe.

[0048] It can be understood that the power battery 11 in the embodiments 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, and the like, and the present application does not limit this. In terms of scale, the power battery 11 in the embodiments of the present application can be a single battery cell, or a battery module or a battery pack, and the present application does not limit this. The power battery 11 can also supply power to other electrical devices in the electric vehicle, such as the in-vehicle air conditioner, the vehicle-mounted player, and the like.

[0049] Referring to Figure 2, Figure 2 A schematic diagram of an electric vehicle architecture provided for embodiments of the present application.

[0050] As Figure 2 shown, Figure 2 The electric vehicle 1 in (a) is a four-wheel drive type, and the powertrain includes four electric machines, i.e., the drive motor 211, the drive motor 212, the drive motor 213, and the drive motor 214, which are respectively used to drive the front left wheel FL, the front right wheel FR, the rear left wheel BL, and the rear right wheel BR of the electric vehicle 1, and the drive motor 211, the drive motor 212, the drive motor 213, and the drive motor 214 respectively correspond to one motor controller, i.e., the motor controller 201, the motor controller 202, the motor controller 203, and the motor controller 204. Each drive motor includes a stator winding and a rotor (not shown). Figure 2 For example, the motor controller 201 can change the stator magnetic field strength and direction by adjusting the size of the stator winding current and the phase of the three-phase current in the drive motor 211, thereby changing the interaction force between the stator and the rotor, i.e., the motor torque. The motor controller 201 can change the size of the three-phase current output to the drive motor 211, thereby increasing or decreasing the positive or negative torque output by the drive motor 211. When the drive motor 211 outputs positive torque, the drive torque of the wheel drivingly connected to the drive motor 211 is positive, and the wheel drivingly connected to the drive motor 211 rotates forward, so that the electric vehicle 1 obtains a speed or a tendency to move forward in the direction of the vehicle head. When the drive motor 211 outputs negative torque, the drive torque of the wheel drivingly connected to the drive motor 211 is negative, and the wheel drivingly connected to the drive motor 211 rotates reversely, so that the electric vehicle 1 obtains a speed or a tendency to move backward in the direction of the vehicle tail.

[0051] It can be understood that the powertrain can also include three electric machines, again referring to Figure 2 , Figure 2 The electric vehicle 1 in (b) includes three electric machines, i.e., the drive motor 211, the drive motor 212, and the drive motor 213, which are respectively used to drive the front left wheel FL and the front right wheel FR of the electric vehicle 1, and the drive motor 212 and the drive motor 213 are respectively used to drive the rear left wheel BL and the rear right wheel BR of the electric vehicle 1, and the drive motor 211, the drive motor 212, and the drive motor 213 respectively correspond to one motor controller, i.e., the motor controller 201, the motor controller 202, and the 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 mainly consists of a brake controller, a brake pedal, and a brake unit. Figure 2 (Not shown in the diagram). The brake controller 31 can generate a braking signal based on the travel of the brake pedal and output the braking signal to the brake controller of one or more brakes 32. The brake can output braking force to the corresponding wheel according to the indication of the braking signal, thereby preventing the wheel from rotating or preventing the wheel from rotating. 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 braking signal, the greater the braking force output by the brake, and the faster the speed of the electric vehicle 1 decreases.

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

[0054] Refer again Figure 2 The electric vehicle 1 shown in Figure (a) includes a vehicle controller 40. The functions of the vehicle controller 40 will be described below in conjunction with the operating state of the electric vehicle 1.

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

[0056] Specifically, when the electric vehicle 1 is in driving mode, the vehicle controller 40 calculates the torque demand of the electric vehicle based on the accelerator pedal movement state indicated by the accelerator pedal signal and outputs torque signals to the motor controllers 201, 202, 203, and 204. For example, the vehicle controller 40 outputs torque signals to the motor controllers 201, 202, 203, and 204 based on the accelerator pedal opening. The accelerator pedal opening can be used to reflect the force applied by the user to the accelerator pedal. A larger accelerator pedal opening indicates a greater force applied by the user, and a smaller accelerator pedal opening indicates a less force applied by the user. Next, the motor controllers 201, 202, 203, and 204 receive electrical energy from the power battery 11 and control the drive motors 211, 212, 213, and 214 respectively 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 a master controller, which calculates the torque demand of the electric vehicle according to the acceleration pedal movement state indicated by the acceleration pedal signal and outputs a torque signal to the other motor controllers. For example, when the controller 201 is the master controller, the motor controller 201 outputs a torque signal to the motor controllers 202, 203 and 204 according to the opening of the acceleration pedal. The motor controllers 201, 202, 203 and 204 receive electric energy from the traction battery 11 and control the drive motors 211, 212, 213 and 214 to output torque values indicated by the torque signals, respectively.

[0058] Similarly, Figure 2 The process of controlling the drive motors of the electric vehicle 1 in (b) is similar to the above Figure 2 The electric vehicle 1 in (a) is similar, and will not be described here.

[0059] The anti-crosswind electric vehicle control method provided by the embodiments 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, so as to ensure the stable driving of the electric vehicle in the crosswind scene. Specifically, in one embodiment, the electric vehicle control method comprises:

[0060] During the driving process of the electric vehicle, when the electric vehicle is in a non-crosswind working 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 time after the electric vehicle is disturbed by left crosswind and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. At the second time after the first time, the steering wheel is returned to the normal position, and after the steering wheel is returned to the normal position, 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-mentioned embodiments are only examples, and in another embodiment, the electric vehicle control method further comprises:

[0062] At the first time after the electric vehicle is disturbed by right crosswind and the user turns the steering wheel to the right, the driving torque of the four wheels is actively controlled. At the second time after the first time, the steering wheel is returned to the normal position, and after the steering wheel is returned to the normal position, the driving torque of the four wheels is controlled according to the opening of the accelerator pedal of the electric vehicle.

[0063] In other words, the electric vehicle control method provided by the embodiments of the present application can support actively dynamically adjusting the driving torques of the four wheels when the driving state of the electric vehicle is interfered by the left side and the user simultaneously turns the steering wheel to the left, or when the driving state of the electric vehicle is interfered by the crosswind from the right side and the user simultaneously turns the steering wheel to the right, so as to guarantee the stable driving of the electric vehicle in the crosswind scene, and the control flexibility is high and the application range is wide.

[0064] Here, by detecting whether the electric vehicle is in the crosswind scene and dynamically adjusting the driving torque ratio of the four wheels in the crosswind scene, a reverse torque resisting the crosswind yawing torque is generated, so as to avoid the electric vehicle deviating from the driving track due to the crosswind and improve the driving stability.

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

[0066] In order to facilitate the understanding of the anti-crosswind electric vehicle control method provided by the embodiments of the present application, the anti-crosswind electric vehicle control method provided by the embodiments of the present application will be described below in combination with the first time t1, the second time t2 and the third time t3 of the control of the electric vehicle in the crosswind working condition.

[0067] Please see Figure 2 , Figure 3 for the timing diagram of the electric vehicle control process provided by the embodiments of the present application. As shown in Figure 3 , at the first time t1 after the electric vehicle is interfered by the crosswind from the left side and the user controls the steering wheel to turn to the left by more than the first preset angle θ1, the driving torques of the left front wheel and the left rear wheel of the four wheels are actively controlled to decrease, and the driving torques of the right front wheel and the right rear wheel are controlled to increase, so that the driving torques of the two left side wheels are less than the driving torques of the two right side wheels, and the center of mass of the electric vehicle generates a yawing torque in the counterclockwise direction to resist the above-mentioned yawing torque generated due to the crosswind.

[0068] Again, see the above Figure 3 , as shown in Figure 3 , at the first time t1 after the electric vehicle is interfered by the crosswind from the left side and the user controls the steering wheel to turn to the left by more than the first preset angle θ1, the driving torques of the left front wheel and the left rear wheel of the four wheels are actively controlled to decrease, and the driving torques of the right front wheel and the right rear wheel are controlled to increase, so that the driving torques of the two left side wheels are less than the driving torques of the two right side wheels. Among them, the driving torque of the left rear wheel is a negative torque, and the driving torque of the right rear wheel is 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 to the yawing torque generated due to 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 reduced, while the driving torque of the right front wheel and the right rear wheel is increased. During this process, the sum of the driving torques of the left front wheel and the right front wheel is kept constant, and the sum of the driving torques of the left rear wheel and the right rear wheel is kept constant, 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 movement.

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

[0071] Please see also Figure 3 , Figure 4 Another timing diagram of the electric vehicle control process provided in an embodiment of this application. (See diagram below.) Figure 4 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 to the left by more than the first preset angle θ1, the driving torque of the left front wheel and the right front wheel of the four wheels is increased simultaneously, and the driving torque of the left rear wheel and the right rear wheel of the four wheels is decreased simultaneously. This increases the driving torque distributed to the left front wheel and the right front wheel, thus providing more support for the lateral force of the current electric vehicle and better resisting the lateral force generated by the crosswind.

[0072] Next, as Figure 4 As shown, the drive torque of the left front and left rear wheels is controlled to decrease simultaneously while the drive torque of the right front and right rear wheels is controlled to increase simultaneously, so that the drive torque of the two left wheels is less than the drive torque of the two right wheels. Furthermore, in the process of controlling the drive torque of the left front and left rear wheels to decrease simultaneously while controlling the drive torque of the right front and right rear wheels to increase simultaneously, i.e. Figure 4 Between t4 and t5, the sum of the driving torques of the left and right front wheels is kept constant, as is the sum of the driving torques of the left and right rear wheels. This ensures that the ratio of the driving torques of the two front wheels to the driving torques of the two rear wheels remains constant, thus guaranteeing the stability of the driving force of the electric vehicle in longitudinal motion.

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

[0074] Please see Figure 4 , Figure 5 Another timing diagram of the electric vehicle control process provided by the embodiment of the present application is provided. As shown in Figure 5 , at a first time t1 after the electric vehicle is subjected to crosswind from the left side and the user controls the steering wheel to turn left by more than a 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 torques of the two left wheels are less than the driving torques of the two right wheels. Further, between the first time t1 and a second time t2, the difference between the driving torques of the two left wheels and the driving torques of the two right wheels of the electric vehicle is actively controlled to increase with the increase of the steering wheel angle to the left. By recognizing the increase of the steering wheel angle to the left, it is determined that the lateral force generated by the crosswind increases, and by actively increasing the difference between the driving torques of the two left wheels and the driving torques of the two right wheels, the lateral force on the electric vehicle in the direction opposite to the lateral force generated by the crosswind is further increased, more support is provided to the current lateral force of the electric vehicle, the above-mentioned lateral force generated by the crosswind can be better resisted, and the driving stability of the electric vehicle under strong crosswind conditions is improved.

[0075] At a third time t3 after the second time t2, the difference between the driving torques of the two left wheels and the driving torques of the two right wheels is controlled to decrease to zero. After the third time t3, the driving torques of the four wheels are controlled to be the torque indicated by the accelerator pedal of the electric vehicle, that is, the driving torques of the four wheels of the electric vehicle are controlled according to the opening of the accelerator pedal of the electric vehicle. After detecting that the crosswind condition ends and the driving torques of the wheels under normal straight driving and without crosswind interference are restored, the driving torques of the four wheels are 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] Please see Figure 5 , Figure 6 A flowchart of the anti-crosswind electric vehicle control method provided by the embodiment of the present application is provided. As shown in Figure 6 , the electric vehicle control method specifically includes the following steps:

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

[0078] In an embodiment, during driving of the electric vehicle, when the electric vehicle is in a non-crosswind working condition and a steering wheel angle of the electric vehicle is zero, i.e., the electric vehicle is normally driving in a straight line without crosswind interference, the driving torques of the four wheels of the electric vehicle are controlled according to the opening degree of the accelerator pedal of the electric vehicle to drive the four wheels of the electric vehicle.

[0079] In an embodiment, during driving of the electric vehicle, actual longitudinal acceleration, lateral acceleration and yaw angular velocity of the electric vehicle can be recognized by an IMU (Inertial Measurement Unit) sensor. Theoretical lateral acceleration and theoretical yaw angular velocity of the electric vehicle can also be calculated by a user steering wheel angle, a steering wheel angular velocity and actual output torques of motors of the electric vehicle converted to wheel end torques at the wheel end. Specifically, the theoretical lateral acceleration is expressed as:

[0080]

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

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

[0083]

[0084] The lateral acceleration, the theoretical lateral acceleration, the yaw angular velocity and the theoretical yaw angular velocity are comprehensively evaluated to determine whether the electric vehicle is in a crosswind working condition, so as to actively control the driving torques of the wheels to ensure stable driving of the electric vehicle in a crosswind scene when it is recognized that the electric vehicle is in the crosswind working condition.

[0085] In an embodiment, the change of the lateral acceleration of the electric vehicle is not only due to the influence of the crosswind, but also due to the lateral slope of the electric vehicle. Therefore, the lateral slope angle of the vehicle body of the electric vehicle is calculated by a dynamic model, and the theoretical lateral acceleration and the theoretical yaw angular velocity are corrected by the lateral slope angle. For example, when the electric vehicle is driving on a road with a lateral slope angle, the corrected theoretical lateral acceleration a y,m is expressed as:

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

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

[0088] The accuracy of the theoretical lateral acceleration and the theoretical yaw rate is further improved by correcting the theoretical lateral acceleration and the theoretical yaw rate through the cross slope angle. The electric vehicle is determined to be in the crosswind condition according to the comprehensive evaluation of the lateral acceleration, the corrected theoretical lateral acceleration, the yaw rate and the corrected theoretical yaw rate, and the accuracy of the determination of the crosswind condition is improved.

[0089] In step S302, it is determined whether the electric vehicle is in the crosswind condition and the steering wheel angle of the electric vehicle is not zero. If the determination result is yes, step S303 is performed. If the determination result is no, step S301 is performed.

[0090] In one embodiment, it is determined whether the electric vehicle is in the crosswind condition according to the difference between the lateral acceleration and the theoretical lateral acceleration, and the difference between the yaw rate and the theoretical yaw rate. Specifically, when the difference between the lateral acceleration and the corrected theoretical lateral acceleration is greater than a first threshold value, and the difference between the yaw rate and the corrected theoretical yaw rate is greater than a second threshold value, it is determined that the current electric vehicle is in the crosswind condition.

[0091] In one embodiment, the electric vehicle is determined to be in the crosswind condition according to the difference between the lateral acceleration and the corrected theoretical lateral acceleration, and the difference between the yaw rate and the corrected theoretical yaw rate by correcting the theoretical lateral acceleration and the theoretical yaw rate through the cross slope angle. Specifically, when the difference between the lateral acceleration and the corrected theoretical lateral acceleration is greater than a first threshold value, and the difference between the yaw rate and the corrected theoretical yaw rate is greater than a second threshold value, it is determined that the current electric vehicle is in the crosswind condition.

[0092] In one embodiment, the steering wheel angle of the electric vehicle is obtained simultaneously. When the electric vehicle is in the crosswind condition and the steering wheel angle of the electric vehicle is greater than a first preset angle, the driving torques of the four wheels are actively controlled to ensure the stable driving of the electric vehicle in the crosswind condition. Otherwise, the driving torque control of the wheels under the normal straight driving and the crosswind interference is maintained.

[0093] In step S303, the driving torques of the four wheels are actively controlled.

[0094] In one embodiment, the electric vehicle powertrain includes four motors. The position of the electric vehicle can refer to the electric vehicle 1 architecture shown in (a) of Figure 6 At the first time after the electric vehicle is subjected to the crosswind from the left side and the user turns the steering wheel to the left, the driving torques of the left front wheel and the left rear wheel among the four wheels are actively controlled to decrease, and the driving torques of the right front wheel and the right rear wheel among the four wheels are actively controlled to increase. See Figure 2 , Figure 7A control schematic of an electric vehicle in a crosswind condition is provided in the embodiments of the present application. As shown in Figure 7 Figure 7 In (a), the electric vehicle is subjected to crosswind from the left side and the steering wheel angle of the electric vehicle is zero. Figure 7 In (b), after the electric vehicle is subjected to crosswind from the left side, 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 is also offset to the left. At this time, the influence of the crosswind from the left side 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, so that the center of mass of the electric vehicle generates a yawing torque in the clockwise direction. Excessive yawing torque can cause the electric vehicle to yaw, affecting the driving stability of the electric vehicle. After the electric vehicle is subjected to crosswind from the left side and the user controls the steering wheel to turn to the left by more than a first preset angle, at a first time, by actively controlling the driving torque of the left front wheel and the left rear wheel among the four wheels to decrease and controlling the driving torque of the right front wheel and the right rear wheel among the four wheels to increase when it is detected that the electric vehicle is subjected to the influence of crosswind from the left side, so that the driving torque of the two left wheels is less than that of the two right wheels, the center of mass of the electric vehicle generates a yawing torque in the counterclockwise direction to resist the above-mentioned yawing torque generated due to the action of the crosswind, thereby offsetting the tendency of the electric vehicle to yaw, avoiding the electric vehicle deviating from the driving track due to crosswind, and improving the driving stability. In addition, by distributing the driving torque of the four wheels, greater yawing torque can be obtained under smaller steering wheel angle control, avoiding user panic.

[0095] It can be understood that at a first time after the electric vehicle is subjected to crosswind from the right side and the user turns the steering wheel to the right, the yawing torque generated by the crosswind acting on the center of mass of the electric vehicle is in the counterclockwise direction. By actively controlling the driving torque of the left front wheel and the left rear wheel among the four wheels to increase and controlling the driving torque of the right front wheel and the right rear wheel among the four wheels to decrease, so that the center of mass of the electric vehicle generates a yawing torque in the clockwise direction to resist the above-mentioned yawing torque generated due to the action of the crosswind, thereby offsetting the tendency of the electric vehicle to yaw, avoiding the electric vehicle deviating from the driving track due to crosswind, and improving the 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, the response speed is fast, and the user's panic in the crosswind scene is reduced.

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

[0098] In one embodiment, at the first time after the electric vehicle is subjected to crosswind from the left side and the user turns the steering wheel to the left, the driving torque of the left front wheel and the right front wheel of the four wheels is first controlled to increase simultaneously, and the driving torque of the left rear wheel and the right rear wheel of the four wheels is controlled to decrease simultaneously. After controlling the driving torque of the left front wheel and the right front wheel 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. Referring to Figure 7 , Figure 8 Another control schematic of the electric vehicle under crosswind conditions provided by the embodiments of the present application. As shown in Figure 8 Figure 8 ​When the electric vehicle is subjected to crosswind from the left side, the user in the electric vehicle turns the steering wheel to the left by an angle of θ to resist the lateral force from the crosswind. Here, F x fl x fr x rl x rr F y fl F y fr F y rl F y rr are the longitudinal forces on the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively, and F y 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 are turned to the left by an angle of θ, the left front wheel and the right front wheel can provide more lateral force in the direction of the lateral force of the electric vehicle under the condition that the driving torque of F

[0101] Further, the yawing torque M z of the center of mass of the electric vehicle is expressed as:

[0102]

[0103] where B f ​​​​​​​​​​​​​​​​​is the distance between the two left wheels and the two right wheels, La and Lb are the distances from the center of mass of the electric vehicle to the front axle and the rear axle respectively. After increasing the driving torques of the left front wheel and the right front wheel, by decreasing the driving torques of the left front wheel and the left rear wheel and increasing the driving torques of the right front wheel and the right rear wheel at the same time, the center of mass of the electric vehicle generates a yaw torque in the counterclockwise direction to resist the yaw torque generated by the crosswind, offsetting the tendency of the electric vehicle to yaw, avoiding the electric vehicle deviating from the driving track due to the crosswind, and improving the driving stability.

[0104] In an embodiment, 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, the components of the driving torques of the four wheels in the longitudinal direction of the vehicle body of the electric vehicle remain unchanged in response to the opening of the accelerator pedal remaining unchanged.

[0105] Referring again to Figure 8 , the force F x in the longitudinal direction of the vehicle body of the electric vehicle is represented 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 keeping the components of the driving torques of the four wheels in the longitudinal direction of the vehicle body of the electric vehicle unchanged, the longitudinal force of the electric vehicle remains unchanged during the process of controlling the driving torques of the four wheels, ensuring the stability of the driving force of the electric vehicle in longitudinal driving, avoiding sudden acceleration or deceleration, further reducing the perception of the user during the control process, and providing a better driving experience.

[0108] In an embodiment, 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, the sum of the driving torques of the four wheels remains unchanged in response to the opening of the accelerator pedal remaining unchanged, so that the longitudinal force of the electric vehicle remains unchanged during the process of controlling the driving torques of the four wheels, ensuring the stability of the driving force of the electric vehicle in longitudinal driving, avoiding sudden acceleration or deceleration, further reducing the perception of the user during the control process, and providing a better driving experience.

[0109] In an 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 be constant, and the sum of the driving torque of the left rear wheel and the right rear wheel is controlled to be constant, so that the ratio of the driving torque of the two front wheels to the driving torque of the two rear wheels remains unchanged, which guarantees the stability of the driving force of the electric vehicle in the longitudinal driving, avoids sudden acceleration or deceleration, further reduces the perception of the user in the control process, and provides a better driving experience.

[0110] In an embodiment, the powertrain of the electric vehicle includes three motors, and the motor positions can refer to the electric vehicle 1 architecture shown in (b) of FIG. 1. Figure 8 Figure 2 In an embodiment, in the first moment after the electric vehicle is subjected to crosswind from the left side 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, the left front wheel and the right front wheel can provide more lateral force in the direction of the lateral force of the electric vehicle under the condition that the driving torque of the left front wheel and the right front wheel is equal to the driving torque of the two rear wheels. After the driving torque of the left front wheel and the right front wheel is controlled 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. In the first moment after the electric vehicle is subjected to crosswind from the left side and the user turns the steering wheel to the left, the yawing torque generated by the crosswind acting on the center of mass of the electric vehicle is clockwise, and by actively controlling the driving torque of the left rear wheel to decrease and the driving torque of the right rear wheel to increase, the center of mass of the electric vehicle generates a yawing torque in the counterclockwise direction to resist the above-mentioned yawing torque generated by the crosswind, thereby eliminating the tendency of the electric vehicle to generate yawing motion and avoiding the electric vehicle deviating from the driving track due to the crosswind, thereby improving the driving stability.

[0111] In an embodiment, in the first moment after the electric vehicle is subjected to crosswind from the left side and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. After actively controlling the driving torque of the four wheels, 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 a first threshold value, it is indicated that the lateral force generated by the crosswind is still too large at this time after the driving torque of the four wheels is controlled, and therefore the turning angle of the steering wheel to the left is actively controlled to continue to increase, thereby further increasing the lateral force of the electric vehicle in the direction opposite to the lateral force generated by the crosswind, providing more support for the current lateral force of the electric vehicle, better resisting the above-mentioned lateral force generated by the crosswind, and improving the driving stability of the electric vehicle under strong crosswind conditions.

[0112] In an embodiment, at a first time after the electric vehicle is subjected to the crosswind from the left side and the user turns the steering wheel to the left, the driving torques of the four wheels are actively controlled. After the driving torques of the four wheels are actively controlled, the braking system of the electric vehicle is actively controlled to output braking forces to the four wheels, and the braking forces output by the braking system to the left front wheel and the left rear wheel are greater than the braking forces output by the braking system to the right front wheel and the right rear wheel. Specifically, after the driving torques of the four wheels are actively controlled, in response to the yaw rate of the electric vehicle being greater than a second threshold value than the theoretical yaw rate, that is, it is represented that the yawing torque generated by the crosswind is still too large at this time after the driving torques of the four wheels are controlled, the braking system of the electric vehicle is actively controlled to output braking forces to the four wheels, and the braking forces output by the braking system to the left front wheel and the left rear wheel are greater than the braking forces output by the braking system to the right front wheel and the right rear wheel, so that the yawing torque in the counterclockwise direction on the center of mass of the electric vehicle is increased, the yawing torque generated by the crosswind can be better resisted, and the driving stability of the electric vehicle in a strong crosswind condition is improved.

[0113] In an embodiment, after the driving torques of the four wheels are actively controlled, in response to the yaw rate of the electric vehicle being greater than a set threshold value, or in response to the yaw rate of the electric vehicle being greater than a second threshold value than the theoretical yaw rate, that is, it is represented that the yawing torque generated by the crosswind is still too large at this time after the driving torques of the four wheels are controlled. The electric vehicle is braked by controlling the braking system to make the electric vehicle stop urgently, so as to ensure the driving safety of the electric vehicle in a strong crosswind condition.

[0114] In an embodiment, at a first time after the electric vehicle is subjected to the crosswind from the left side and the user turns the steering wheel to the left, the driving torques of the four wheels are actively controlled. At the first time after the electric vehicle is subjected to the crosswind from the left side and the user turns the steering wheel to the left, the driving torques of the four wheels are actively controlled. After the driving torques of the four wheels are actively controlled, the steering angle of the steering wheel to the left is actively controlled to increase. After the steering 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 forces to the four wheels to brake the electric vehicle urgently. Specifically, after the driving torques of the four wheels are actively controlled, in response to the lateral acceleration of the electric vehicle being greater than a first threshold value than the theoretical lateral acceleration, or in response to the yaw rate of the electric vehicle being greater than a second threshold value than the theoretical yaw rate, that is, it is represented that the yawing torque generated by the crosswind is still too large at this time after the driving torques of the four wheels are controlled. The steering angle of the steering wheel to the left is actively controlled to continue to increase, and then the braking system of the electric vehicle is actively controlled to output braking forces to the four wheels, so as to improve the support to the current lateral force of the electric vehicle, and the yawing torque in the counterclockwise direction on the center of mass of the electric vehicle is increased, thereby improving the driving stability of the electric vehicle in a strong crosswind condition.

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

[0116] In an embodiment, at a first time point after the electric vehicle is subjected to crosswind from the left side and the user turns the steering wheel to the left, the driving torques of the four wheels are actively controlled until the difference between the lateral acceleration and the corrected theoretical lateral acceleration is not greater than a first threshold value, and the difference between the yaw rate and the corrected theoretical yaw rate is not greater than a second threshold value. After detecting that the crosswind working condition ends, the driving torque control of the wheels under normal straight driving and without crosswind interference is restored, the driving torques of the four wheels are controlled according to the opening of the accelerator pedal of the electric vehicle, and the torque efficiency of the motor output is higher through automatic switching of the control mode.

[0117] The embodiments of the present application also provide a controller for executing the electric vehicle control method in the above embodiments.

[0118] It can be understood that the controller can be a single controller, such as a motor controller or a vehicle controller. Alternatively, the controller can also 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 configured to control the motors in the multiple power assemblies to control the driving torques of the four wheels of the electric vehicle when the electric vehicle is in a non-crosswind working condition and the steering wheel angle of the electric vehicle is zero. Alternatively, the torque demand of the electric vehicle can be calculated according to the acceleration pedal movement state indicated by the acceleration pedal signal, and the motors in the multiple power assemblies are controlled to output the torque. When the electric vehicle is subjected to crosswind from the left side and the user turns the steering wheel to the left, the motors in the multiple power assemblies are actively controlled to adjust the torque output. After actively controlling the multiple power assemblies to adjust the torque output, the motors in the multiple power assemblies are controlled to output the torque according to the received torque signal.

[0120] It can be understood that when the controller is a motor controller, for example, one of the plurality of motor controllers can be a master controller for outputting a torque signal to other motor controllers except the master controller when the electric vehicle is in a non-crosswind working condition and the steering wheel angle of the electric vehicle is zero, so that each motor controller controls the corresponding motor to 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 acceleration pedal movement state indicated by the acceleration pedal signal, and the corresponding torque demand is output to other motor controllers except the master controller, so that each motor controller controls the torque output by the corresponding motor. When the electric vehicle is subjected to crosswind from the left side 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 the torque output of the plurality of power assemblies, the torque output by the motor in the plurality of power assemblies is controlled according to the received torque signal.

[0121] Here, by dynamically adjusting the driving torque ratio of the four wheels in the crosswind scene, an opposite torque resisting the crosswind yawing torque is generated, avoiding the electric vehicle from deviating from the driving track due to the crosswind, and improving the 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, the response speed is fast, and the user's panic feeling in the crosswind scene is reduced.

[0122] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A crosswind-resistant electric vehicle control method, characterized by, The electric vehicle control method is used for controlling multiple electric machines of an electric vehicle to adjust torque output to control the electric vehicle to resist lateral wind yaw when the electric vehicle is in a lateral wind working condition, and the electric vehicle control method comprises: actively controlling driving torques of two left wheels of the electric vehicle to be less than driving torques of two right wheels of the electric vehicle after a first time point when the electric vehicle is subjected to lateral wind from the left side and a steering wheel of the electric vehicle is turned left by more than a first preset angle; after a second time point after the first time point, a turning angle of the steering wheel left is reduced, and a difference between the driving torques of the two left wheels and the driving torques of the two right wheels is reduced; in a 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, a sum of components of the driving torques of the four wheels along a longitudinal direction of a vehicle body of the electric vehicle is kept unchanged in response to the opening of the accelerator pedal being kept unchanged.

2. The electric vehicle control method according to claim 1, characterized by, The 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 comprises: controlling the driving torques of the left front wheel and the left rear wheel of the electric vehicle to be reduced and controlling the driving torques of the right front wheel and the right rear wheel to be increased.

3. The electric vehicle control method according to claim 2, characterized by, The 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 comprises: controlling the driving torque of the left front wheel to be less 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.

4. The electric vehicle control method of claim 1, wherein The 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 comprises: controlling the driving torques of the left front wheel and the right front wheel of the electric vehicle to be simultaneously increased and controlling the driving torques of the left rear wheel and the right rear wheel to be simultaneously reduced; after the driving torques of the left front wheel and the right front wheel are controlled to be simultaneously increased, controlling the driving torques of the left front wheel and the left rear wheel of the electric vehicle to be simultaneously reduced and controlling the driving torques of the right front wheel and the right rear wheel to be simultaneously increased.

5. The electric vehicle control method according to claim 4, characterized by, The 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 comprises: in a process of controlling the driving torques of the left front wheel and the left rear wheel to be simultaneously reduced and controlling the driving torques of the right front wheel and the right rear wheel to be simultaneously increased, controlling the sum of the driving torques of the left front wheel and the right front wheel to be unchanged and controlling the sum of the driving torques of the left rear wheel and the right rear wheel to be unchanged.

6. The electric vehicle control method of claim 1, wherein The 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 comprises: controlling the driving torques of the left front wheel and the right front wheel of the electric vehicle to be simultaneously increased and controlling the driving torques of the left rear wheel and the right rear wheel to be simultaneously reduced; after the driving torques of the left front wheel and the right front wheel are controlled to be simultaneously increased, controlling the driving torque of the left rear wheel to be reduced and controlling the driving torque of the right rear wheel to be increased.

7. The electric vehicle control method according to any one of claims 1-6, characterized by, The electric vehicle control method further comprises: After the first time, the braking system of the electric vehicle is actively controlled to output braking forces to the four wheels, and the braking force output to the two left wheels is greater than the braking force output to the two right wheels.

8. The electric vehicle control method according to any one of claims 1-6, characterized by, The electric vehicle control method further comprises: After the first time, the turning angle of the electric vehicle to the left is actively controlled to increase.

9. The electric vehicle control method according to any one of claims 1-6, characterized by, The electric vehicle control method further comprises: After the first time, the yaw rate of the electric vehicle is greater than a set threshold, the braking system is controlled to brake the electric vehicle to make the electric vehicle stop urgently.

10. The electric vehicle control method according to any one of claims 1-6, characterized by, The electric vehicle control method further comprises: During 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, the sum of the driving torques of the four wheels is actively controlled to remain unchanged.

11. The electric vehicle control method according to any one of claims 1-6, characterized by, The electric vehicle control method further comprises: Between the first time and the second time, 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 with the increase of the turning angle of the steering wheel to the left.

12. The electric vehicle control method according to any one of claims 1-6, characterized by, The electric vehicle control method further comprises: At a third time after the second time, the difference between the driving torque of the two left wheels and the driving torque of the two right wheels is controlled to decrease to zero; After the third time, the driving torques of the four wheels are controlled to be the torque indicated by the accelerator pedal of the electric vehicle.

13. A controller of an electric vehicle having a crosswind resistance function, characterized by comprising: The controller is configured to perform the method of any one of claims 1-12.

14. An electric vehicle characterized by comprising: The electric vehicle comprises four electric motors, a power battery, and the controller of claim 13; wherein, The four electric motors are configured to receive power from the power battery and output driving torques to the four wheels of the electric vehicle. The four electric motors are configured to receive power from the power battery and output driving torques to the four wheels of the electric vehicle.

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