Vehicle control method and device, electronic equipment and vehicle

Abstract

The invention discloses a vehicle control method and device, electronic equipment and a vehicle. The method comprises the following steps: determining that a vehicle is in a first crosswind scene; determining that the vehicle enters a first crosswind adjusting mode according to the first crosswind scene; and in the first crosswind adjusting mode, crosswind pre-control is conducted on the vehicle according to the first vehicle information. According to the method, crosswind control of the vehicle can be achieved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, device, electronic equipment, and vehicle. Background Art

[0002] When a vehicle is traveling on an extra-long bridge, in a valley, at the seaside, or in or out of a tunnel, it is susceptible to crosswinds. When the vehicle is traveling at a high speed, the tire's grip decreases, and the vehicle is susceptible to crosswinds, causing the following events: Figure 1 The side slip shown deviates from the original driving track. The crosswind in nature is generally unstable and has a serious impact on the normal driving of the vehicle. If the driver does not operate properly at this time, it is very likely to cause the vehicle to roll over or slide. Summary of the invention

[0003] The present invention aims to solve one of the technical problems in the related art at least to a certain extent. To this end, the first object of the present invention is to provide a vehicle control method to achieve crosswind control of the vehicle.

[0004] A second objective of the present invention is to provide an electronic device.

[0005] A third object of the present invention is to provide a control device for a vehicle.

[0006] A fourth object of the present invention is to provide a vehicle.

[0007] To achieve the above-mentioned objectives, an embodiment of the first aspect of the present invention proposes a vehicle control method, the method comprising: determining that the vehicle is in a first crosswind scene; determining that the vehicle enters a first crosswind adjustment mode according to the first crosswind scene; and in the first crosswind adjustment mode, performing crosswind pre-control on the vehicle according to first vehicle information.

[0008] To achieve the above objectives, a second aspect of the present invention proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, the above-mentioned vehicle control method is implemented.

[0009] To achieve the above-mentioned purpose, an embodiment of the third aspect of the present invention proposes a vehicle control device, which includes: a determination module, used to determine that the vehicle is in a first crosswind scene, and determine that the vehicle enters a first crosswind adjustment mode based on the first crosswind scene; a control module, used to perform crosswind pre-control of the vehicle according to first vehicle information in the first crosswind adjustment mode.

[0010] In order to achieve the above-mentioned purpose, a fourth aspect of the present invention provides a vehicle, including the above-mentioned vehicle control device.

[0011] According to the vehicle control method, device, electronic device, and vehicle of the embodiments of the present invention, it is configured to determine that the vehicle is in a first crosswind scenario; determine that the vehicle enters a first crosswind adjustment mode according to the first crosswind scenario; in the first crosswind adjustment mode, perform crosswind pre-control on the vehicle according to the first vehicle information, so that the vehicle passes through the crosswind area smoothly, thereby achieving crosswind control of the vehicle.

[0012] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a schematic diagram of an example crosswind condition;

[0014] Figure 2 is a flow chart of a vehicle control method according to one or more embodiments of the present invention;

[0015] Figure 3 is a schematic diagram of a vehicle control method according to an example of the present invention;

[0016] Figure 4 is a flow chart of a vehicle control method according to an example of the present invention;

[0017] Figure 5 is a schematic diagram of a vehicle control method according to another example of the present invention;

[0018] Figure 6 is a structural block diagram of a vehicle control device according to an embodiment of the present invention;

[0019] Figure 7 4 is a structural block diagram of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0020] The following describes a vehicle control method, device, electronic device, and vehicle according to an embodiment of the present invention with reference to the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described with reference to the accompanying drawings are exemplary and should not be construed as limiting the present invention.

[0021] In order to control the vehicle in crosswind, the dynamic equation can be used to determine whether the vehicle is in a crosswind environment. If so, the vehicle's driving path is detected to see if it is consistent with the driver's intention. Figure 1If not, it is determined whether the deviation is greater than a preset value, and based on the calculated deviation, a control signal for controlling and correcting the vehicle's motion state is output, so that the deviation between the vehicle's motion state and the driver's driving intention is at least partially reduced. However, when the control method identifies crosswind based on the dynamic method, it cannot filter out the error caused by the continuous bumps of the road. The crosswind control is feedback control and cannot be controlled in advance, which gives the driver and passengers a poor experience, and is not applicable to crosswind conditions caused by fast airflow such as meeting vehicles.

[0022] In order to control the crosswind of the vehicle, the camera can also be used to identify road information (road signs) to determine whether the vehicle is in a crosswind section. If so, the automatic driving mode is turned on to automatically control the vehicle laterally and longitudinally, and the speed of the vehicle is reduced to allow the vehicle to safely pass through the crosswind section. However, this control method uses camera recognition, which has low accuracy and cannot determine the crosswind conditions of sections without crosswind signs. Slowing down to pass through a crosswind area will reduce the passability of the section. Moreover, it is also not applicable to crosswind conditions caused by fast airflow such as meeting vehicles.

[0023] Therefore, the present application proposes a vehicle control method.

[0024] Figure 2 is a flow chart of a vehicle control method according to one or more embodiments of the present invention.

[0025] like Figure 2 As shown, the vehicle control method includes:

[0026] S21, determining that the vehicle is in a first crosswind scenario.

[0027] S22, determining that the vehicle enters a first crosswind adjustment mode according to the first crosswind scenario.

[0028] S23, in the first crosswind adjustment mode, performing crosswind pre-control on the vehicle according to the first vehicle information.

[0029] Therefore, it is set to determine that the vehicle is in the first crosswind scene; according to the first crosswind scene, it is determined that the vehicle enters the first crosswind adjustment mode; in the first crosswind adjustment mode, the vehicle is pre-controlled for crosswind according to the first vehicle information, so that the vehicle passes through the crosswind area smoothly, thereby realizing crosswind control of the vehicle.

[0030] In one or more embodiments of the present invention, the first vehicle information includes a steering wheel angle, and crosswind pre-control of the vehicle is performed according to the first vehicle information, including: controlling the suspension of the vehicle and performing steering control according to the steering wheel angle.

[0031] In one or more embodiments of the present invention, steering control of a vehicle based on a steering wheel angle includes: when the steering wheel angle is greater than a preset value, determining to perform rear-wheel steering control on the vehicle; and when the steering wheel angle is less than a preset value, determining to start steering wheel angle damping force control.

[0032] In one or more embodiments of the present invention, rear wheel steering control of a vehicle includes: determining a rear wheel steering angle direction according to a steering wheel direction and a crosswind direction.

[0033] In one or more embodiments of the present invention, the first vehicle information also includes lateral acceleration; determining the rear wheel steering direction according to the steering wheel steering and the crosswind direction includes: determining the steering wheel steering of the vehicle according to the steering wheel angle; determining the crosswind direction according to the lateral acceleration; when the crosswind direction is opposite to the steering wheel steering, determining that the rear wheel steering direction is opposite to the front wheel steering direction; when the crosswind direction is the same as the steering wheel steering, determining that the front wheel steering direction is the same as the front wheel steering direction.

[0034] In one or more embodiments of the present invention, the suspension control of the vehicle includes at least one of lowering the suspension height, increasing the suspension damping, and increasing the suspension stiffness.

[0035] In one or more embodiments of the present invention, the control method further includes: in the first cross-wind adjustment mode, performing cross-wind control on the vehicle according to the second vehicle information.

[0036] In one or more embodiments of the present invention, the second vehicle information includes lateral acceleration and yaw angular velocity, and crosswind control of the vehicle is performed according to the second vehicle information, which also includes: when the lateral acceleration is greater than a first acceleration threshold and the duration is greater than a first time threshold, and the yaw angular velocity is greater than the first angular velocity threshold, yaw control of the vehicle is performed.

[0037] In one or more embodiments of the present invention, when the vehicle is not in the first crosswind scenario, the method further includes: determining that the vehicle is in the second crosswind scenario when it is identified that the steering wheel angle is less than a preset value, the vehicle speed is greater than a vehicle speed threshold, the lateral acceleration is greater than a second acceleration threshold and the duration is greater than a second time threshold; determining that the vehicle enters a second crosswind adjustment mode according to the second crosswind scenario; and performing suspension control on the vehicle in the second crosswind adjustment mode.

[0038] In one or more embodiments of the present invention, the control method further includes: in the second cross-wind adjustment mode, performing cross-wind control on the vehicle according to the third vehicle information.

[0039] In one or more embodiments of the present invention, the third vehicle information includes yaw angular velocity, and crosswind pre-control is performed on the vehicle according to the third vehicle information, including: when the yaw angular velocity is greater than a second angular velocity threshold, yaw control is performed on the vehicle.

[0040] In one or more embodiments of the present invention, controlling the suspension of the vehicle includes at least one of lowering the suspension height, increasing the suspension damping, and increasing the suspension stiffness.

[0041] In one or more embodiments of the present invention, the first vehicle information also includes lateral acceleration, and performing crosswind pre-control on the vehicle based on the first vehicle information also includes: when the lateral acceleration is less than or equal to a second acceleration threshold and the duration is greater than a second time threshold, returning to the step of determining that the vehicle is in the first crosswind scenario.

[0042] In one or more embodiments of the present invention, determining that the vehicle is in the first crosswind scenario includes: when a preset crosswind sign is identified on the road ahead of the vehicle, or the relative speed of the vehicle is greater than a preset relative speed value, determining that the vehicle is in the first crosswind scenario.

[0043] It should be noted that the vehicle's crosswind stability control module can be found in Figure 3 , including yaw control and roll control, connected with EPS (Electric Power Steering), IPB (Integrated Power Brake), RWS (Rear Wheel Steering), DiSus (a body control system), ADAS (Advanced Driving Assistance System), and IMU (Inertial Measurement Unit). By obtaining the braking torque from IPB, the braking torque can be adjusted according to the current braking torque obtained to form differential braking to correct the swing caused by the crosswind.

[0044] When it is recognized that there is a preset crosswind sign on the road ahead of the vehicle, it is determined that the vehicle is in a crosswind scene, and the type of the crosswind scene is the first type.

[0045] Among them, the preset crosswind signs include crosswind road signs and preset markers, and the preset markers include at least one of a tunnel entrance, a bridge, a valley, and a seaside.

[0046] When it is identified that there is no preset crosswind sign on the road ahead of the vehicle, if it is identified that the steering wheel angle is less than a preset value, the vehicle speed is greater than the vehicle speed threshold, the lateral acceleration is greater than the second acceleration threshold and the duration is greater than the second time threshold, it is determined that the vehicle is in a crosswind scene, and the type of the crosswind scene is the second type.

[0047] Specifically, if the preset crosswind sign is not identified on the road ahead of the vehicle, but when the vehicle speed is constant, the front wheel IMU sensor of the vehicle detects that the lateral acceleration of the current vehicle is greater than the second acceleration threshold and the duration is greater than the second time threshold, and at the same time identifies that the steering wheel angle is less than the preset value and the vehicle speed is greater than the vehicle speed threshold, it is determined that the vehicle is in a crosswind scenario.

[0048] The preset value ranges from 3° to 8°, for example, 5°. The speed threshold ranges from 60km / h to 100km / h, for example, 80km / h. The second time threshold ranges from 1s to 2s, for example, 1.5s.

[0049] Therefore, by judging whether the vehicle is in a crosswind scenario through information such as steering wheel angle, vehicle speed, and lateral acceleration, it is possible to avoid misjudgment of the vehicle due to environmental factors such as continuous road bumps, thereby improving vehicle performance.

[0050] When it is identified that the relative speed of the vehicle is greater than a preset speed value, it is determined that the vehicle is in a crosswind scene, and the type of the crosswind scene is the third type.

[0051] The preset speed value is in the range of 30km / h to 50km / h, for example, 40km / h. The above-mentioned recognition that the relative speed of the vehicle is greater than the preset speed value may be recognition that the relative speed between the vehicle and the other vehicle is greater than the preset speed value, and there is no isolation device such as an isolation belt between the vehicle and the other vehicle.

[0052] Therefore, by using sensors installed on the vehicle to identify the vehicle's surroundings and the vehicle's status, accurate crosswind scene recognition can be achieved, even in situations such as continuous bumps on the road. Moreover, it can also be applied to crosswind conditions caused by fast airflow such as oncoming vehicles.

[0053] The first crosswind scene includes a crosswind scene of the first type or the third type, and the second crosswind scene includes a crosswind scene of the second type.

[0054] When the crosswind scenario is of the first type or the third type, since the crosswind scenario has been identified in advance, crosswind control can be performed in advance before entering the crosswind condition, thereby improving the driving and passenger experience.

[0055] In order to perform crosswind control, the vehicle's suspension can be controlled first, such as increasing the active suspension current to increase the stiffness of the suspension, damping to improve the stability of the vehicle, and lowering the suspension height to lower the vehicle's center of gravity to make the vehicle more stable.

[0056] Further, the steering wheel angle of the vehicle is compared with a preset value.

[0057] When the vehicle's steering wheel angle is greater than or equal to the preset value, it means that although it is in a crosswind scene, the driver has a steering demand. At this time, the rear wheel steering adjustment is turned on and the rear wheel angle of the vehicle is adjusted according to the lateral acceleration, thereby meeting the driver's needs and achieving crosswind control. When the vehicle's steering wheel angle is less than the preset value, it means that the driver has no steering demand, so the rear wheel steering is not turned on and the steering wheel angle damping force is increased to prevent the driver from making mistakes due to fatigue and tension.

[0058] Therefore, by detecting the surrounding environment of the vehicle through sensors on the vehicle, and controlling the vehicle when it is detected that the crosswind scene belongs to the first type or the third type, the vehicle can be controlled before entering the crosswind scene, thereby realizing feedforward control of the vehicle.

[0059] In order to control the rear-wheel steering of the vehicle, the size and direction of the vehicle's front wheel steering angle can be obtained, and the vehicle's steering wheel steering can be obtained based on the steering wheel angle, and the crosswind direction can be obtained based on the lateral acceleration; when the crosswind direction is opposite to the steering wheel steering, the size of the rear wheel steering angle is adjusted according to the size of the front wheel steering angle, and the direction of the rear wheel steering angle is adjusted to be opposite to the direction of the front wheel steering angle; when the crosswind direction is the same as the steering wheel steering direction, the size of the rear wheel steering angle is adjusted according to the size of the front wheel steering angle, and the direction of the rear wheel steering angle is adjusted to be the same as the direction of the front wheel steering angle.

[0060] Due to the influence of crosswind, the actual turning angle of the vehicle may be greater than the driver's target turning angle when turning with the wind, and may be less than the driver's target turning angle when turning against the wind. Therefore, the vehicle's state is first judged based on the vehicle's lateral acceleration. When the lateral acceleration is a negative value, it means that the vehicle is affected by a crosswind from the left. When the lateral acceleration is a positive value, it means that the vehicle is affected by a crosswind from the right.

[0061] If the steering wheel is turned in the opposite direction to the crosswind, it means that the vehicle will have a tendency to understeer due to the crosswind. At this time, it is necessary to make the direction of the rear wheel turning angle of the vehicle opposite to the direction of the front wheel turning angle, and make the size of the rear wheel turning angle proportional to the size of the front wheel turning angle k.

[0062] If the steering wheel direction is the same as the crosswind direction, it means that the vehicle will tend to oversteer due to the crosswind. At this time, the rear wheel steering direction of the vehicle needs to be the same as the front wheel steering direction, and the rear wheel steering angle size needs to be proportional to the front wheel steering angle size k.

[0063] In order to calculate the ratio k, we need to first establish the following model:

[0064]

[0065] Among them, k1 and k2 are the front and rear wheel cornering stiffness; δ1 is the front wheel steering angle; δ2 is the rear wheel steering angle; u is the vehicle speed; a and b are the distances from the center of mass to the front and rear axles respectively; ω r is the yaw angular velocity; I z is the moment of inertia of the car around the Z axis, β is the sideslip angle of the center of mass, and when the vehicle is turning in a steady state, the sideslip angle of the center of mass is 0.

[0066] Assume that the front and rear wheel angle proportional coefficient k = δ2 / δ1. Since the yaw rate of the vehicle is a constant when it enters a steady state, ω r =0, substitute into the above formula and eliminate ω r , we can get the value of k when the vehicle's center of mass sideslip angle β=0 during steady-state steering:

[0067]

[0068] l is the sum of a and b.

[0069] When the lateral acceleration is greater than the first acceleration threshold and the duration is greater than the first time threshold, the vehicle can also be yaw controlled. The first time threshold has a value range of 2s to 4s, for example, 3s.

[0070] When the type is the second type, the yaw angular velocity of the vehicle is obtained.

[0071] When the yaw angular velocity is greater than a second preset angular velocity threshold, the vehicle is yaw controlled.

[0072] When the yaw angular velocity is less than or equal to the second angular velocity threshold, the lateral acceleration is compared with the third acceleration threshold. When the lateral acceleration is less than the third acceleration threshold and the duration is greater than the third time threshold, the crosswind stabilization control of the vehicle is terminated.

[0073] The value range of the third time threshold is 1s to 3s, for example, 2s. The third time threshold may be the same as the first time threshold.

[0074] Combine the following Figure 4 and Figure 5 The example shown is used for illustration.

[0075] After receiving the external sensor information, the signal processing module on the vehicle processes the information and sends the processed information to the scenario decision module and the state estimation module. The scenario decision module makes a scenario decision and sends the resulting scenario to the state estimation module. At the same time, the vehicle's fault diagnosis module performs fault diagnosis, processing, and control on the vehicle, and sends the results to the state estimation module. The state estimation module estimates the state of the vehicle and sends the estimation results to the vehicle's control system. The control system outputs the control strategy and sends the control strategy to the actuator through the output interface.

[0076] Specifically, ADAS information, IMU information, yaw rate sensor information, steering wheel angle information, wheel speed sensor and other information are obtained, and these signals are filtered by the filter and sent to the scene decision module of the control system.

[0077] The scene decision module compares the received signal with the built-in preset scene to make a scene decision and determine whether it is in a crosswind condition. The scene decision module has three built-in crosswind scenes, namely:

[0078] Scenario ①: Crosswind conditions with crosswind characteristics. When the ADAS camera identifies a crosswind road sign, the ADAS radar identifies a tunnel entrance, or the ADAS identifies a bridge, valley, or seaside, the scenario decision identifies it as scenario ①.

[0079] Scenario 2: No crosswind sign but crosswind occurs. When ADAS does not recognize the crosswind sign, according to the vehicle's two-degree-of-freedom dynamics, when the vehicle speed is constant, the front wheel but IMU sensor detects the lateral acceleration of the current vehicle a y If the pressure suddenly increases and the action time exceeds 1.5s, the steering wheel angle is less than 5°, and the vehicle speed is greater than 80km / h, the scene decision module will identify it as scene ②.

[0080] Scenario ③: Crosswind-like conditions caused by oncoming airflow. When the ADAS radar identifies an oncoming vehicle from the side of the vehicle (without a dividing strip) and the relative speed is greater than 40 km / h, the scenario decision module identifies it as scenario ③.

[0081] When judging that the vehicle is entering a working condition with a crosswind sign, that is, entering scenario ① and scenario ③, the system will perform pre-control before entering the working condition, that is, ADAS recognizes the crosswind sign and 2 seconds before entering the road section, 10 meters before entering or exiting the tunnel, the fusion controller sends a request to the suspension to increase the active suspension current to increase the stiffness and damping of the suspension to improve the stability of the vehicle; reduce the suspension height to lower the center of gravity of the vehicle and make the vehicle more stable. At the same time, the system will judge the steering wheel angle Is it greater than 5°?

[0082] If the steering wheel angle is greater than 5°, the rear-wheel steering is turned on. Due to the influence of crosswind, the actual steering angle of the vehicle may be greater than (when turning with the wind) / less than (when turning against the wind) the target angle. According to analysis, when the understeering and oversteering caused by crosswind are adjusted through rear-wheel steering, the specific adjustment method is as follows: When the calibrated IMU detects a negative lateral acceleration value, it means that the vehicle is affected by a crosswind on the left. When the acceleration value is positive, it means that the vehicle is affected by a crosswind on the right. Determine the relationship between the steering wheel turning direction and the wind direction: 1) If the steering wheel is turned in the opposite direction to the crosswind direction, the vehicle will have a tendency to understeer due to the crosswind. In this case, the rear wheel steering angle is adjusted to be opposite to the front wheel steering angle and the steering angle is proportional to the front wheel steering angle k; 2) If the steering wheel is turned in the same direction as the crosswind direction, the vehicle will have a tendency to oversteer due to the crosswind. In this case, the rear wheel steering angle is adjusted to be the same direction as the front wheel steering angle and the steering angle is proportional to the front wheel steering angle k. The k value is calculated as follows:

[0083] Establish a two-degree-of-freedom dynamic model for rear-wheel steering:

[0084]

[0085] Where k1 and k2 are the front and rear wheel cornering stiffnesses; δ1 is the front wheel turning angle; δ2 is the rear wheel turning angle; u is the vehicle speed; a and b are the distances from the center of mass to the front and rear axles, respectively; ω r is the yaw angular velocity; I z is the moment of inertia of the car around the Z axis.

[0086] Assume that the front and rear wheel angle proportional coefficient k = δ2 / δ1, because the yaw rate of the car when it enters the steady state is a constant, so ω r =0, substitute into the above formula and eliminate ω r , we can get the value of k when the side slip angle β=0 during steady-state steering:

[0087]

[0088] If the steering wheel angle is less than 5°, the rear-wheel steering will not be activated and the steering wheel angle damping force will be increased to prevent the driver from making misoperations due to fatigue or tension.

[0089] Furthermore, the lateral acceleration a in the IMU is detected y , and with the setting value a y0 Compare, if a y Less than the preset value a y0 , and the duration reaches T0, then return to the step of obtaining ADAS information, IMU information, yaw rate sensor information, steering wheel angle information, wheel speed sensor and other information, and it is considered that there is no crosswind on the road section. Otherwise, the yaw rate sensor detects the yaw rate ω r Is it greater than the preset value ωr0 If the current yaw angular velocity ω r Greater than the preset valueω r0 , the control system will request one or more systems in the braking system / steering system / drive system to perform yaw control, and then compare the current yaw angular velocity with the preset yaw angular velocity preset value. If the current yaw angular velocity value is greater than the preset value, the yaw control will continue.

[0090] If the current yaw rate is less than the preset value, compare the current lateral acceleration value a y With the preset value a y0 to determine whether it has passed the crosswind area. If the current lateral acceleration value a y The value is less than the preset value a y0 , and the duration is greater than T0, the current control ends and enters the next cycle.

[0091] If it is determined that the vehicle has not entered a working condition with a crosswind sign, determine whether to enter scenario ②.

[0092] Specifically, the vehicle speed V is detected. x Is it greater than 80km / h, steering wheel angle Is it less than 5°, lateral acceleration a y Is it greater than the preset value a? y1 , whether the action time reaches T1. If not, it returns to obtain ADAS information, IMU information, yaw rate sensor information, steering wheel angle information, wheel speed sensor and other information. If so, the control system requests the active suspension to increase the current to increase the stiffness and damping of the suspension to ensure that the vehicle passes smoothly through the crosswind area.

[0093] Furthermore, the yaw angular velocity sensor detects the yaw angular velocity ω r Is it greater than the preset value ω r0 , if the current yaw angular velocity ω r Greater than the preset valueω r0 , the control system will request one or more systems in the braking system / steering system / drive system to perform yaw control, and then compare the current yaw angular velocity with the preset yaw angular velocity preset value. If the current yaw angular velocity value is greater than the preset value, the yaw control will continue.

[0094] If it is less than the preset value, it means that the current crosswind is small and will not cause harm to the safety of the vehicle. Then compare the current lateral acceleration value a y With the preset value a y1 to determine whether it has passed the crosswind area. If the current lateral acceleration value a y The value is less than the preset value a y1 , and the duration is greater than T0, the current control ends and enters the next cycle.

[0095] In summary, the control method of the vehicle in the embodiment of the present invention is arranged to determine that the vehicle is in the first crosswind scene; determine that the vehicle enters the first crosswind adjustment mode according to the first crosswind scene; in the first crosswind adjustment mode, the crosswind pre-control is performed on the vehicle according to the first vehicle information, so that the vehicle can smoothly pass through the crosswind area, thereby realizing the crosswind control of the vehicle. Moreover, based on the ADAS sensor (radar, camera) and IMU sensor, the scene judgment of the road condition is performed and feed-forward control is performed through the suspension and steering wheel damping, so that the vehicle enters the crosswind area in a "defensive" posture, thereby improving the crosswind performance of the vehicle. Based on the chassis fusion control, the crosswind-like working conditions caused by the oncoming airflow can be feed-forward controlled, bringing a good driving experience to passengers. The wind direction is judged by the direction of the lateral acceleration through the IMU, and the rear-wheel steering is turned on so that the steering angle of the vehicle when turning in the crosswind area can reach the expected value.

[0096] Furthermore, the present invention provides an electronic device.

[0097] In an embodiment of the present invention, an electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, the above-mentioned vehicle control method is implemented.

[0098] The electronic device of the embodiment of the present invention, by implementing the control method of the vehicle of the above-mentioned embodiment, is arranged to determine that the vehicle is in the first crosswind scene; determine that the vehicle enters the first crosswind adjustment mode according to the first crosswind scene; in the first crosswind adjustment mode, the crosswind pre-control is performed on the vehicle according to the first vehicle information, so that the vehicle can smoothly pass through the crosswind area, thereby realizing the crosswind control of the vehicle. Moreover, based on the ADAS sensor (radar, camera) and IMU sensor, the scene judgment of the road condition is performed and feedforward control is performed through the suspension and steering wheel damping, so that the vehicle enters the crosswind area in a "defensive" posture, thereby improving the crosswind performance of the vehicle. Based on the chassis fusion control, the crosswind-like working conditions caused by the oncoming airflow can be feedforward controlled, bringing a good driving experience to passengers. The wind direction is judged by the direction of the lateral acceleration through the IMU, and the rear-wheel steering is turned on so that the steering angle of the vehicle when turning in the crosswind area can reach the expected value.

[0099] Furthermore, the present invention provides a control device for a vehicle.

[0100] Figure 6 It is a structural block diagram of a vehicle control device according to an embodiment of the present invention.

[0101] like Figure 6As shown, the vehicle control device 100 includes: a determination module 101, used to determine that the vehicle is in a first crosswind scene, and determine that the vehicle enters a first crosswind adjustment mode according to the first crosswind scene; a control module 102, used to perform crosswind pre-control on the vehicle according to the first vehicle information in the first crosswind adjustment mode.

[0102] It should be noted that, for other specific implementations of the vehicle control device of the embodiment of the present invention, reference may be made to the vehicle control method of the above embodiment.

[0103] The control device of the vehicle in the embodiment of the present invention is configured to determine that the vehicle is in a first crosswind scenario; determine that the vehicle enters a first crosswind adjustment mode according to the first crosswind scenario; and in the first crosswind adjustment mode, perform crosswind pre-control on the vehicle according to the first vehicle information, so that the vehicle can smoothly pass through the crosswind area, thereby achieving crosswind control of the vehicle. Moreover, based on the ADAS sensor (radar, camera) and IMU sensor, the scene judgment of the road condition is performed and feedforward control is performed through the suspension and steering wheel damping, so that the vehicle enters the crosswind area in a "defensive" posture, thereby improving the crosswind performance of the vehicle. Based on the chassis fusion control, feedforward control can be performed on the crosswind-like working conditions caused by the oncoming airflow, giving passengers a good driving experience. The wind direction is judged by the direction of the lateral acceleration through the IMU, and the rear-wheel steering is turned on so that the steering angle of the vehicle when turning in the crosswind area can reach the expected value.

[0104] Furthermore, the present invention provides a vehicle.

[0105] Figure 7 4 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0106] like Figure 7 As shown, the vehicle 10 includes the vehicle control device 100 mentioned above.

[0107] The vehicle of the embodiment of the present invention is configured to determine that the vehicle is in the first crosswind scene through the control device of the vehicle of the above embodiment; determine that the vehicle enters the first crosswind adjustment mode according to the first crosswind scene; and in the first crosswind adjustment mode, perform crosswind pre-control on the vehicle according to the first vehicle information, so that the vehicle can smoothly pass through the crosswind area, thereby achieving crosswind control of the vehicle. Moreover, based on the ADAS sensor (radar, camera) and IMU sensor, the scene judgment of the road condition is performed and feedforward control is performed through the suspension and steering wheel damping, so that the vehicle enters the crosswind area in a "defensive" posture, thereby improving the crosswind performance of the vehicle. Based on the chassis fusion control, the crosswind-like working conditions caused by the oncoming airflow can be feedforward controlled, giving passengers a good driving experience. The wind direction is judged by the direction of the lateral acceleration through the IMU, and the rear-wheel steering is turned on so that the steering angle of the vehicle when turning in the crosswind area can reach the expected value.

[0108] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0109] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0110] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0111] In the description of this specification, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and cannot be understood as a limitation on the present invention.

[0112] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0113] In the description of this specification, unless otherwise specified, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0114] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0115] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A vehicle control method, characterized in that: The method comprises: Determining that the vehicle is in the first crosswind scenario; Determining that the vehicle enters a first crosswind adjustment mode according to the first crosswind scenario; In the first crosswind adjustment mode, crosswind pre-control is performed on the vehicle according to the first vehicle information.

2. The vehicle control method according to claim 1, characterized in that: The first vehicle information includes a steering wheel angle, and performing crosswind pre-control on the vehicle according to the first vehicle information includes: The vehicle's suspension is controlled and steering is controlled based on the steering wheel angle.

3. The vehicle control method according to claim 2, characterized in that: The steering control of the vehicle according to the steering wheel angle comprises: When the steering wheel angle is greater than a preset value, it is determined to perform rear wheel steering control on the vehicle; When the steering wheel angle is less than a preset value, it is determined to start the steering wheel angle damping force control.

4. The vehicle control method according to claim 3, characterized in that: The rear wheel steering control of the vehicle comprises: The direction of the rear wheel turning angle is determined according to the steering wheel direction and the crosswind direction.

5. The vehicle control method according to claim 4, characterized in that: The first vehicle information also includes lateral acceleration; and determining the direction of the rear wheel steering angle according to the steering wheel direction and the crosswind direction includes: determining a steering wheel direction of the vehicle according to the steering wheel angle; determining a crosswind direction based on the lateral acceleration; When the crosswind direction is opposite to the steering direction of the steering wheel, determining that the rear wheel steering angle direction is opposite to the front wheel steering angle direction; When the crosswind direction is the same as the steering wheel direction, it is determined that the front wheel turning angle direction is the same as the front wheel turning angle direction.

6. The vehicle control method according to claim 2, characterized in that: The controlling of the suspension of the vehicle includes at least one of lowering the suspension height, increasing the suspension damping, and increasing the suspension stiffness.

7. The vehicle control method according to claim 2, characterized in that: The control method further comprises: In the first crosswind adjustment mode, the crosswind control of the vehicle is performed according to the second vehicle information.

8. The vehicle control method according to claim 7, characterized in that: The second vehicle information includes lateral acceleration and yaw rate, and the performing crosswind control on the vehicle according to the second vehicle information further includes: When the lateral acceleration is greater than a first acceleration threshold and the duration is greater than a first time threshold, and the yaw angular velocity is greater than a first angular velocity threshold, yaw control is performed on the vehicle.

9. The vehicle control method according to claim 1, characterized in that: When the vehicle is not in the first crosswind scenario, the method further includes: When it is identified that the steering wheel angle is less than a preset value, the vehicle speed is greater than a vehicle speed threshold, the lateral acceleration is greater than a second acceleration threshold and the duration is greater than a second time threshold, determining that the vehicle is in a second crosswind scenario; Determining that the vehicle enters a second crosswind adjustment mode according to the second crosswind scenario; In the second cross wind adjustment mode, the vehicle suspension is controlled.

10. The vehicle control method according to claim 9, characterized in that: The control method further includes: in the second cross-wind adjustment mode, performing cross-wind control on the vehicle according to third vehicle information.

11. The vehicle control method according to claim 10, characterized in that: The third vehicle information includes a yaw rate, and the performing crosswind control on the vehicle according to the third vehicle information includes: When the yaw angular velocity is greater than a second angular velocity threshold, yaw control is performed on the vehicle.

12. The vehicle control method according to claim 8, characterized in that: The controlling of the suspension of the vehicle includes at least one of lowering the suspension height, increasing the suspension damping, and increasing the suspension stiffness.

13. The vehicle control method according to claim 1, characterized in that: The determining that the vehicle is in a first crosswind scenario includes: When it is identified that there is a preset crosswind sign on the road ahead of the vehicle, or the relative speed of the vehicle is greater than a preset relative speed value, it is determined that the vehicle is in the first crosswind scenario.

14. An electronic device, characterized in that: The invention comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, the vehicle control method according to any one of claims 1 to 13 is implemented.

15. A vehicle control device, characterized in that: The device comprises: a determination module, configured to determine that the vehicle is in a first crosswind scenario, and determine that the vehicle enters a first crosswind adjustment mode according to the first crosswind scenario; A control module is used to perform crosswind pre-control on the vehicle according to first vehicle information in the first crosswind adjustment mode.

16. A vehicle, characterized in that: A control device for a vehicle comprising the control device of claim 15.

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