Vehicle control method, vehicle and storage medium

Abstract

The invention provides a vehicle control method, a vehicle and a storage medium, the method is applied to the field of vehicle stability control, the vehicle comprises a front lip and an empennage, and the method comprises the steps that under the condition that the vehicle is in a crosswind working condition, the compensation yaw moment of the vehicle is obtained according to state parameters of the vehicle; and the front lip and the tail wing are controlled to jointly generate compensation yawing moment so as to reduce deviation of the vehicle caused by the crosswind working condition. According to the method, the stability and safety of the vehicle under the crosswind working condition can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle stability control, and more particularly, to a vehicle control method, a vehicle, and a storage medium in the field of vehicle stability control. Background Art

[0002] In modern high-speed driving environments, crosswinds can easily generate yaw torque, causing the vehicle's trajectory to deviate, impacting driving safety and the overall driving experience. While crosswinds can be mitigated by adjusting tire angles and power output, they are still difficult to fully mitigate under extreme crosswind conditions. Therefore, improving vehicle stability and safety in crosswind conditions has become a pressing issue. Summary of the Invention

[0003] The present application provides a vehicle control method, a vehicle, and a storage medium, which can improve the stability and safety of the vehicle under crosswind conditions.

[0004] In a first aspect, a method for controlling a vehicle is provided, wherein the vehicle includes a front lip and a rear wing, and the method includes: when the vehicle is in a crosswind condition, obtaining a compensating yaw moment of the vehicle based on state parameters of the vehicle; and controlling the front lip and the rear wing to jointly generate the compensating yaw moment to reduce the deviation of the vehicle caused by the crosswind condition.

[0005] This technical solution, when the vehicle is exposed to crosswind conditions, determines a compensatory yaw moment based on vehicle state parameters and controls the vehicle's aerodynamic package (front lip and rear wing) to jointly generate this compensatory yaw moment, thereby reducing the impact of crosswind on vehicle stability and ensuring a stable driving trajectory. This method improves vehicle safety and handling stability in crosswind conditions, reduces crosswind-induced drift and potential safety risks, and can adjust the compensatory yaw moment in real time based on crosswind conditions to further enhance vehicle stability.

[0006] In combination with the first aspect, in some possible implementations, when the vehicle is in a crosswind condition, before obtaining the compensatory yaw moment of the vehicle based on the state parameters of the vehicle, it also includes: when the vehicle is in a driving state, obtaining the lateral acceleration, target yaw angular velocity, actual yaw angular velocity and wheel speed difference on both sides of the non-driven wheels of the vehicle; and judging whether the vehicle is in a crosswind condition based on the lateral acceleration, the target yaw angular velocity, the actual yaw angular velocity and the wheel speed difference.

[0007] This technical solution uses real-time acquisition of key parameters such as the vehicle's lateral acceleration, target yaw rate, actual yaw rate, and the wheel speed difference between the two non-driven wheels during driving to determine whether the vehicle is in a crosswind condition. This multi-parameter, comprehensive judgment method improves the accuracy and reliability of crosswind condition identification.

[0008] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, judging whether the vehicle is in a crosswind condition based on the lateral acceleration, the target yaw angular velocity, the actual yaw angular velocity and the wheel speed difference includes: judging that the vehicle is in the crosswind condition when the absolute value of the lateral acceleration is greater than or equal to a preset lateral acceleration threshold, the absolute value of the difference between the actual yaw angular velocity and the target yaw angular velocity is greater than a preset yaw angular velocity threshold, and the wheel speed difference is less than or equal to a preset wheel speed difference threshold.

[0009] In the above technical solution, when the absolute value of the lateral acceleration is greater than or equal to the preset lateral acceleration threshold, the absolute value of the difference between the actual yaw rate and the target yaw rate is greater than the preset yaw rate, and the wheel speed difference between the two drive wheels is less than or equal to the preset wheel speed difference threshold, it indicates that the vehicle is not experiencing a sudden change in road adhesion on one side, but is experiencing excessive lateral acceleration and a significant deviation from the target driving trajectory. Therefore, the vehicle has deviated to a certain extent at this time, and is determined to be in a crosswind condition. This multi-parameter joint determination method improves the accuracy and reliability of crosswind condition identification.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the state parameters include the vehicle's moment of inertia, the vehicle's actual yaw angular velocity, the vehicle's wheel lateral force, the vehicle's target yaw moment and the vehicle's current speed, and obtaining the compensation yaw moment of the vehicle based on the vehicle's state parameters includes: determining the vehicle's entire yaw moment based on the vehicle's moment of inertia and the vehicle's actual yaw angular velocity; calculating the yaw moment generated by the vehicle's wheel lateral force based on a tire model; taking the difference between the vehicle's entire yaw moment and the yaw moment generated by the wheel lateral force as a feedforward yaw moment; determining the feedback yaw moment based on the deviation between the actual yaw angular velocity and the vehicle's target yaw angular velocity, and the vehicle's current speed; and determining the compensation yaw moment based on the feedforward yaw moment and the feedback yaw moment.

[0011] The above technical solution accurately calculates the vehicle's yaw moment by comprehensively considering the vehicle's dynamic characteristics (such as rotational inertia and actual yaw rate) and tire mechanical characteristics (such as the yaw moment generated by wheel lateral forces). It then determines the compensating yaw moment through a combination of feedforward and feedback control. Specifically, the feedforward yaw moment is calculated as the difference between the vehicle's yaw moment and the yaw moment generated by wheel lateral forces, preemptively compensating for yaw moment changes caused by external disturbances such as crosswinds. The feedback yaw moment is dynamically adjusted based on the deviation between the actual yaw rate and the target yaw rate, as well as the vehicle's current speed, further reducing yaw rate errors. This combined feedforward and feedback control strategy can more effectively minimize vehicle excursion in crosswind conditions, improving vehicle handling stability and driving safety.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, controlling the front lip and the rear wing to jointly generate the compensating yaw moment includes: dividing the compensating yaw moment according to a preset ratio to obtain a first yaw moment allocated to the front lip and a second yaw moment allocated to the rear wing; controlling the front lip to generate the first yaw moment, and controlling the rear wing to generate the second yaw moment.

[0013] The above technical solution rationally divides the compensating yaw moment through a preset ratio, obtaining the first yaw moment and the second yaw moment allocated to the front lip and rear wing respectively, thereby achieving precise control of the vehicle's air kit. This division method can more effectively reduce the impact of external interference such as side wind on the vehicle's driving stability, not only improving the vehicle's driving stability under crosswind conditions, but also enhancing the vehicle's handling stability and driving safety.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the tail wing includes a first tail wing and a second tail wing, and controlling the front lip to generate the first yaw moment and controlling the tail wing to generate the second yaw moment includes: converting the first yaw moment into a first angle of attack change, and converting the second yaw moment into a second angle of attack change; controlling the angle of attack of the front lip to decrease according to the first angle of attack change; controlling the angle of attack of the first tail wing to decrease according to the second angle of attack change, and controlling the angle of attack of the second tail wing to increase; wherein, among the first tail wing and the second tail wing, one is a left tail wing and the other is a right tail wing.

[0015] The above technical solution achieves precise control of the front lip and rear wing (including the first and second rear wing) by converting the required yaw moment into a specific angle of attack change. Specifically, the first yaw moment is converted into a first angle of attack change, which is used to guide the reduction of the front lip's angle of attack, while the second yaw moment is converted into a second angle of attack change, which is used to guide the reduction and increase of the first and second rear wing's angles of attack, respectively. By adjusting the angles of attack of the front lip and rear wing, this method can effectively change the air flow around the vehicle, thereby generating the required yaw moment to reduce external interference such as crosswinds. In addition, by changing the angles of attack of the first and second rear wing (one is the left rear wing and the other is the right rear wing) in opposite directions, the yaw moment generation effect can be further enhanced, improving the vehicle's driving stability in crosswind conditions. Therefore, this technical solution improves the vehicle's handling stability and driving safety by achieving precise control of the front lip and rear wing.

[0016] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, controlling the angle of attack of the front lip to decrease according to the first angle of attack change includes: if the first angle of attack value obtained by subtracting the first angle of attack change value from the current value of the angle of attack of the front lip is lower than the preset first minimum angle of attack value, controlling the angle of attack of the front lip to decrease to the first minimum angle of attack value; if the first angle of attack value is higher than or equal to the first minimum angle of attack value, controlling the angle of attack of the front lip to decrease by the first angle of attack change; controlling the angle of attack of the first tail wing to decrease and controlling the angle of attack of the second tail wing to increase according to the second angle of attack change includes: if the attack of the first tail wing is greater than or equal to the first minimum angle of attack value, controlling the angle of attack of the front lip to decrease by the first angle of attack change. If the second angle of attack value obtained by subtracting the second angle of attack change from the current value of the angle is lower than the preset second minimum angle of attack value, the angle of attack of the first tail wing is controlled to be reduced to the second minimum angle of attack value; if the second angle of attack value is higher than or equal to the second minimum angle of attack value, the angle of attack of the first tail wing is controlled to be reduced by the second angle of attack change; if the third angle of attack value obtained by adding the current value of the angle of attack of the second tail wing to the second angle of attack change is higher than the preset maximum angle of attack value, the angle of attack of the second tail wing is controlled to be increased to the maximum angle of attack value; if the third angle of attack value is lower than or equal to the maximum angle of attack value, the angle of attack of the second tail wing is controlled to be increased by the third angle of attack change.

[0017] The above technical solution implements refined control over the adjustment of the front lip angle of attack by setting a first minimum angle of attack value and then, based on the relationship between the current value of the front lip angle of attack and the change in the first angle of attack. Specifically, when the calculated first angle of attack value is lower than the preset first minimum angle of attack value, the vehicle controller limits the reduction in the front lip angle of attack to ensure it does not fall below the first minimum angle of attack value, thereby preventing damage to the front lip structure caused by an excessively small angle of attack. Conversely, if the first angle of attack value is higher than or equal to the first minimum angle of attack value, the vehicle controller accurately adjusts the front lip angle of attack according to the calculated change in the first angle of attack value. This control strategy ensures flexibility in adjusting the front lip angle of attack while also ensuring handling stability and driving safety during the adjustment process. A refined control strategy is also employed for adjusting the angle of attack of the first and second rear wing. Specifically, for the first rear wing, if the second angle of attack value calculated based on the change in the second angle of attack value is lower than the preset second minimum angle of attack value, the vehicle controller limits the reduction in the angle of attack to ensure it does not fall below the second minimum angle of attack value, thereby preventing damage to the rear wing structure caused by an excessively small angle of attack. On the contrary, if the second angle of attack value is higher than or equal to the second minimum angle of attack value, the first rear wing will accurately reduce the angle of attack according to the second angle of attack change. For the second rear wing, if the third angle of attack value calculated based on the second angle of attack change is higher than the preset maximum angle of attack value, the vehicle controller will limit the increase in its angle of attack to ensure that it does not exceed the maximum angle of attack value to prevent damage to the rear wing structure caused by excessive angle of attack. If the third angle of attack value is lower than or equal to the maximum angle of attack value, the second rear wing will increase the angle of attack according to the corresponding change. This control strategy not only ensures the flexibility and accuracy of the rear wing angle of attack adjustment, but also fully considers the physical limitations of the rear wing, which helps to improve the vehicle's handling stability and driving safety.

[0018] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, after controlling the angle of attack of the front lip to be reduced to the first minimum angle of attack value, the method further includes: converting the difference obtained by subtracting the first angle of attack value from the first minimum angle of attack value into a first differential yaw moment, calculating a first target yaw moment obtained by adding the first differential yaw moment to the second yaw moment, and allocating the first target yaw moment to the tail wing; after controlling the angle of attack of the first tail wing to be reduced to the second minimum angle of attack value, the method further includes: subtracting the first minimum angle of attack value from the first angle of attack value The difference between the two angle of attack values is converted into a second differential yaw moment, a second target yaw moment obtained by adding the second differential yaw moment to the first yaw moment is calculated, and the second target yaw moment is distributed to the front lip; after controlling the attack angle of the second tail wing to increase to the maximum angle of attack value, it also includes: converting the difference obtained by subtracting the maximum angle of attack value from the third angle of attack value into a third differential yaw moment, calculating a third target yaw moment obtained by adding the third differential yaw moment to the first yaw moment, and distributing the third target yaw moment to the front lip.

[0019] After controlling the front lip angle of attack to a preset first minimum angle of attack, the above-described technical solution further calculates the difference in the front lip angle of attack that could not be adjusted (i.e., the difference between the first minimum angle of attack and the first angle of attack) and converts it into a first differential yaw moment, thereby precisely compensating for the required yaw moment of the vehicle. The first differential yaw moment is then added to the original second yaw moment to generate the first target yaw moment, which is then allocated entirely to the rear wing. This strategy ensures that even with limited adjustment of the front lip angle of attack, the vehicle can still generate sufficient yaw moment through rear wing adjustment to maintain driving stability. This method not only accounts for the physical limitations of the front lip angle of attack but also compensates for these limitations through dynamic adjustment of the rear wing, thereby achieving precise control of the vehicle's yaw moment and improving vehicle handling stability and driving safety. After restrictively adjusting the angles of attack of the first and second rear wing, the difference in the angle of attack adjustment is further calculated and converted into a corresponding yaw moment, achieving precise compensation for the vehicle's yaw moment. Specifically, after the first rear wing's angle of attack is controlled to decrease to the second minimum angle of attack, the difference between the second minimum angle of attack and the second angle of attack is calculated and converted into a second differential yaw moment. This is then added to the first yaw moment to obtain a second target yaw moment, which is then distributed to the front lip. Similarly, after the second rear wing's angle of attack is controlled to increase to its maximum angle of attack, the difference between the third angle of attack and the maximum angle of attack is calculated and converted into a third differential yaw moment. This is then added to the first yaw moment to obtain a third target yaw moment, which is also distributed to the front lip. This strategy ensures that even if the rear wing's angle of attack is restricted, the vehicle can still compensate for the required yaw moment through adjustment of the front lip, thereby maintaining driving stability. This method not only considers the physical limitations of rear wing angle of attack adjustment but also compensates for these limitations through dynamic adjustment of the front lip, achieving precise control of the vehicle's yaw moment and improving vehicle handling stability and driving safety.

[0020] In a second aspect, a control device for a vehicle is provided, wherein the vehicle includes a front lip and a rear wing, and the device includes: an acquisition module for acquiring a compensating yaw moment of the vehicle based on state parameters of the vehicle when the vehicle is in a crosswind condition; and a control module for controlling the front lip and the rear wing to jointly generate the compensating yaw moment to reduce the deviation of the vehicle caused by the crosswind condition.

[0021] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0022] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0023] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0025] Figure 2 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0026] Figure 3 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0027] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0029] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0030] In modern high-speed driving environments, crosswinds can easily generate yaw torque, causing the vehicle's trajectory to deviate, impacting driving safety and the overall driving experience. While crosswinds can be mitigated by adjusting tire steering angles and power output, they are still difficult to fully mitigate in extreme crosswind conditions, especially on highways, where the impact is more pronounced. Therefore, improving vehicle stability and safety in crosswind conditions has become a pressing issue.

[0031] In order to at least solve the above problems, the present application provides a vehicle control method, which is applied to a vehicle controller. The method can improve the stability and safety of the vehicle under crosswind conditions.

[0032] Through research, the present applicant has discovered that conventional passive aerodynamic designs, such as shaped spoilers and skirts, can mitigate the effects of crosswinds to a certain extent, but their effectiveness is limited and they are unable to dynamically adjust to real-time crosswind conditions. In the embodiments of the present application, the aerodynamic kit (front lip and rear wing) on the vehicle generates a compensating yaw moment, which can be dynamically adjusted based on real-time crosswind conditions to enhance the vehicle's stability and safety in crosswind conditions.

[0033] Figure 1 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0034] For example, Figure 1 As shown, the method 100 is shown as follows:

[0035] Step 101 : When the vehicle is in a crosswind condition, a compensation yaw moment of the vehicle is obtained according to the state parameters of the vehicle.

[0036] Step 102 : Control the front lip and the rear wing to jointly generate a compensatory yaw moment to reduce the deviation of the vehicle caused by the crosswind condition.

[0037] In an embodiment of the present application, when a vehicle is exposed to crosswind conditions, a compensatory yaw moment is derived based on vehicle state parameters and controlled by the vehicle's aerodynamic package (front lip and rear wing) to jointly generate this compensatory yaw moment, thereby reducing the impact of crosswind on vehicle driving stability and ensuring a stable vehicle trajectory. This method improves vehicle driving safety and handling stability in crosswind conditions, reduces crosswind-induced drift and potential safety risks, and can adjust the compensatory yaw moment in real time based on crosswind conditions to further enhance vehicle stability.

[0038] Below Figure 1 The implementation of each step of the embodiment shown is described in detail.

[0039] For step 101, it can be understood that the above-mentioned crosswind condition refers to the environmental condition in which the vehicle is subjected to a lateral airflow having an orthogonal component to the direction of travel during driving. In the case of a crosswind, the vehicle will have a certain degree of deviation relative to the target driving trajectory.

[0040] The above-mentioned vehicle state parameters are used to describe the current state of the vehicle, and the state parameters include but are not limited to the vehicle's rotational inertia, the vehicle's actual yaw rate, the vehicle's target yaw rate, the vehicle's current speed, and the like.

[0041] The moment of inertia describes the vehicle's inertia when rotating about a vertical axis and is typically calculated by measuring the vehicle's oscillation frequency about the vertical axis, which is perpendicular to the ground.

[0042] The target yaw rate refers to the angular velocity that the vehicle is expected to achieve around the vertical axis, and is usually calculated using a linear two-degree-of-freedom model theoretical formula.

[0043] The actual yaw rate refers to the actual angular velocity of the vehicle when it rotates around the vertical axis, and is usually measured by an angular velocity sensor.

[0044] The aforementioned yaw rate is generally divided into positive and negative directions. To distinguish whether the vehicle is deviating to the left or right, the direction of the vehicle's deviation can be distinguished by adding a positive or negative sign to the obtained yaw rate. In the embodiment of the present application, when the vehicle is deviating to the left, the direction of the yaw rate is set to be positive, that is, a positive sign is added to the obtained yaw rate, which is equivalent to a positive yaw rate value. When the vehicle is deviating to the right, the direction of the yaw rate is set to be negative, that is, a negative sign is added to the obtained yaw rate, which is equivalent to a negative yaw rate value.

[0045] The above-mentioned current speed refers to the instantaneous speed of the vehicle along the driving direction at a certain moment, which is usually obtained through a vehicle speed sensor.

[0046] The vehicle controller receives the moment of inertia, target yaw rate, actual yaw rate, and current speed and determines the vehicle's compensatory yaw moment. This compensatory yaw moment is used to compensate for the effects of crosswinds on the vehicle.

[0047] The following describes how to determine if a vehicle is in a crosswind condition:

[0048] In some embodiments, when the vehicle is in a crosswind condition, before obtaining the compensatory yaw moment of the vehicle based on the vehicle's state parameters, it also includes: when the vehicle is in a driving state, obtaining the vehicle's lateral acceleration, target yaw angular velocity, actual yaw angular velocity and wheel speed difference on both sides of the non-driven wheels; and judging whether the vehicle is in a crosswind condition based on the lateral acceleration, target yaw angular velocity, actual yaw angular velocity and wheel speed difference.

[0049] It is understood that the above-mentioned lateral acceleration refers to the acceleration component perpendicular to the direction of travel of the vehicle during driving, which is usually measured by an acceleration sensor installed near the center of mass of the vehicle. The above-mentioned lateral acceleration is also divided into positive and negative directions. In order to distinguish the positive and negative of the vertical acceleration component of the vehicle at this time, it can be distinguished by adding positive and negative signs to the obtained lateral acceleration. In the embodiment of the present application, when the vehicle is subjected to vertical acceleration to the right, the direction of the lateral acceleration at this time is set to the positive direction, that is, a positive sign is added to the obtained lateral acceleration, which is equivalent to a positive lateral acceleration; when the vehicle is subjected to vertical acceleration to the left, the direction of the lateral acceleration at this time is set to the negative direction, that is, a negative sign is added to the obtained lateral acceleration, which is equivalent to a negative lateral acceleration.

[0050] The wheel speed difference between the two sides of the non-driven wheels mentioned above refers to the difference in rotation speed of the left and right wheels on the non-driven side due to different driving paths when the vehicle is turning or driving. The wheel speeds of all wheels are usually obtained through wheel speed sensors, and the wheel speeds of all wheels are sent to the vehicle controller, which calculates the wheel speed difference between the two sides of the non-driven wheels.

[0051] For example, taking the front wheels as the driving wheels of the vehicle and the rear wheels as the non-driving wheels, the wheel speed difference between the two sides of the non-driving wheels is the wheel speed difference between the left rear wheel and the right rear wheel.

[0052] After receiving the yaw acceleration, target yaw angular velocity, actual yaw angular velocity and wheel speed difference on both sides of the non-driven wheel, the vehicle controller determines whether the vehicle is in a crosswind condition.

[0053] In some embodiments, whether the vehicle is in a crosswind condition is determined based on the lateral acceleration, the target yaw rate, the actual yaw rate, and the wheel speed difference, including: determining that the vehicle is in a crosswind condition when the absolute value of the lateral acceleration is greater than or equal to a preset lateral acceleration threshold, the absolute value of the difference between the actual yaw rate and the target yaw rate is greater than the preset yaw rate threshold, and the wheel speed difference is less than or equal to the preset wheel speed difference threshold.

[0054] It is understood that the above-mentioned preset lateral acceleration threshold is used to measure whether the acceleration borne by the vehicle in the lateral direction is too large, and the preset lateral acceleration threshold can be pre-calibrated. Optionally, the above-mentioned preset lateral acceleration threshold can be greater than or equal to 2m / s 2 For example, the above preset lateral acceleration threshold can be calibrated to 2m / s 2 .

[0055] The preset yaw rate threshold is used to measure whether the vehicle's current deviation is excessive. The preset yaw rate threshold can be pre-calibrated. Optionally, the preset yaw rate threshold can be a value greater than or equal to 1.5° / s. For example, the preset yaw rate threshold can be calibrated to 1.5° / s.

[0056] The preset wheel speed difference threshold is used to determine whether the vehicle is currently experiencing a sudden change in road adhesion on one side. The preset wheel speed difference threshold can be pre-calibrated. Optionally, the preset wheel speed difference threshold can be a value greater than or equal to 2 kph. For example, the preset wheel speed difference threshold can be calibrated to 2 kph.

[0057] When the absolute value of the lateral acceleration is greater than or equal to the preset lateral acceleration threshold, it indicates that the vehicle is experiencing excessive lateral acceleration. When the absolute value of the difference between the actual yaw rate and the target yaw rate is greater than the preset yaw rate, it indicates that the vehicle is significantly deviating from the target driving trajectory. When the wheel speed difference between the two sides of the non-driven wheel is less than or equal to the preset wheel speed difference threshold, it indicates that the vehicle is not currently experiencing a sudden change in road adhesion on one side. Therefore, when the vehicle is not experiencing a sudden change in road adhesion on one side, the presence of excessive lateral acceleration and a significant deviation from the target driving trajectory indicates that the vehicle has experienced a certain degree of deviation, and therefore, it can be determined that the vehicle is in a crosswind condition.

[0058] In order to exclude the transient nature of the vehicle being in a crosswind condition, further limitations may be placed on the duration of excessive lateral acceleration and the duration of significant deviation from the target driving trajectory to determine whether the vehicle is in a crosswind condition for a long period of time.

[0059] Specifically, in some embodiments, whether the vehicle is in a crosswind condition is determined based on the lateral acceleration, the target yaw angular velocity, the actual yaw angular velocity and the wheel speed difference, including: when the absolute value of the lateral acceleration is greater than or equal to a preset lateral acceleration threshold for a first duration greater than or equal to the preset duration threshold, the absolute value of the difference between the actual yaw angular velocity and the target yaw angular velocity is greater than the preset yaw angular velocity threshold for a second duration greater than or equal to the preset duration threshold, and the wheel speed difference is less than or equal to the preset wheel speed difference threshold, determining that the vehicle is in a crosswind condition.

[0060] It is understood that the preset time threshold is used to measure whether the duration of excessive lateral acceleration of the vehicle is too long and whether the duration of vehicle deviation is too long. The preset time threshold can be pre-calibrated. Optionally, the preset time threshold can be greater than or equal to 0.5 seconds, for example, the preset time threshold can be calibrated to 0.5 seconds.

[0061] In some embodiments, the positive directions of the lateral acceleration and yaw rate set on some vehicle models are inconsistent. Therefore, when determining whether the vehicle is in a crosswind condition, the direction of the lateral acceleration and the direction of the deviation between the actual yaw rate and the target yaw rate may be further combined. Specifically, when determining whether the vehicle is in a crosswind condition, the following conditions may be combined:

[0062] A direction of the deviation between the actual yaw rate and the target yaw rate is opposite to a direction of the lateral acceleration, and a third duration during which the direction of the deviation between the actual yaw rate and the target yaw rate is opposite to the direction of the lateral acceleration is greater than or equal to a preset duration threshold.

[0063] In summary, the conditions for determining that a vehicle is in a crosswind condition include:

[0064] (1) The absolute value of the lateral acceleration is greater than or equal to a preset lateral acceleration threshold, and the first duration during which the absolute value of the lateral acceleration is greater than or equal to the preset lateral acceleration threshold is greater than or equal to a preset duration threshold;

[0065] (2) The absolute value of the difference between the actual yaw rate and the target yaw rate is greater than the preset yaw rate threshold, and the second duration for which the absolute value of the difference between the actual yaw rate and the target yaw rate is greater than the preset yaw rate threshold is greater than or equal to the preset duration threshold;

[0066] (3) The direction of the deviation between the actual yaw rate and the target yaw rate is opposite to the direction of the lateral acceleration, and the third duration during which the direction of the deviation between the actual yaw rate and the target yaw rate is opposite to the direction of the lateral acceleration is greater than or equal to the preset duration threshold;

[0067] (4) The wheel speed difference between the two sides of the non-driven wheel is less than or equal to the preset wheel speed difference threshold.

[0068] In some embodiments, the positive directions of the lateral acceleration and yaw angular velocity set on some vehicle models are consistent. In this case, the conditions for determining that the vehicle is in a crosswind condition only include the above (1), (2) and (4).

[0069] In addition, the direction of the current crosswind can be determined based on the direction of the deviation between the actual yaw rate and the target yaw rate and the direction of the lateral acceleration. Specifically:

[0070] When the lateral acceleration is positive and the deviation between the actual yaw rate and the target yaw rate is negative, it indicates that the vehicle is deviating to the right, so the current crosswind is determined to be from the left. When the lateral acceleration is negative and the deviation between the actual yaw rate and the target yaw rate is positive, it indicates that the vehicle is deviating to the left, so the current crosswind is determined to be from the right.

[0071] For example, taking the case where the vehicle is traveling in a straight line before being hit by a crosswind, the target yaw rate is 0. Under the influence of the crosswind, if the actual yaw rate obtained at this time is negative and the lateral acceleration is positive, it means that the vehicle is deviating to the right, so the current crosswind is from the left; if the actual yaw rate obtained at this time is positive and the lateral acceleration is negative, it means that the vehicle is deviating to the left, so the current crosswind is from the right.

[0072] In some embodiments, a compensating yaw moment of the vehicle is obtained based on the state parameters of the vehicle, including: determining the vehicle's entire yaw moment based on the vehicle's rotational inertia and the vehicle's actual yaw angular velocity; calculating the yaw moment generated by the vehicle's wheel lateral force based on a tire model; subtracting the yaw moment generated by the wheel lateral force from the entire vehicle's yaw moment as a feedforward yaw moment; determining a feedback yaw moment based on a deviation between the actual yaw angular velocity and the vehicle's target yaw angular velocity, as well as the vehicle's current speed; and determining the compensating yaw moment based on the feedforward yaw moment and the feedback yaw moment.

[0073] It can be understood that the above-mentioned yaw moment of the whole vehicle is the actual torque of the vehicle rotating around the center of mass. Since the wheels will generate yaw moment due to the lateral force of the wheels during the steering process, the yaw moment of the whole vehicle minus the yaw moment generated by the lateral force of the wheels can be used to obtain the yaw moment generated when the side wind causes the vehicle to deviate, that is, the feedforward yaw moment.

[0074] Since the vehicle may experience various transient operations during operation, such as steering wheel step steering, sudden acceleration, and deceleration, which will cause yaw rate errors, the compensation yaw torque can be determined by combining the feedforward yaw torque with the feedback yaw torque. This can achieve high gain for rapid correction at low vehicle speeds and low gain to avoid overshoot at high speeds, thereby better eliminating the yaw rate errors caused by transients.

[0075] The above feedforward yaw moment (ie, the following ΔM zff_wind ) can be calculated using the following formula:

[0076]

[0077] Among them, I z is the vehicle's moment of inertia, is the yaw angular acceleration (derived from the actual yaw angular velocity collected by the vehicle's angular velocity sensor), L f is the distance from the front axle to the center of mass of the vehicle, L r is the distance from the rear axle to the vehicle's center of mass, F yfl is the lateral force of the left front wheel obtained using the tire model, F yfr is the lateral force of the right front wheel obtained using the tire model, F yrl is the lateral force of the left rear wheel obtained using the tire model, F yrr is the lateral force of the right rear wheel obtained using the tire model, δ f is the front wheel turning angle, δ r is the rear wheel turning angle (for some models without rear wheel steering function, the rear wheel turning angle is 0), B f is the front axle track, B r Rear axle track.

[0078] The above feedback yaw moment (ie, the following ΔM zfb_wind ) can be calculated using the following formula:

[0079]

[0080] Among them, e ω_error is the deviation between the actual yaw rate and the target yaw rate; K p is the PID proportional gain; K i is the integral gain of PID, K d is the differential gain of PID, and α is the adjustment slope (can be pre-set, for example, to 0.01).

[0081] The above compensation yaw moment can be calculated by the following formula:

[0082] ΔM z_total =ΔM zff_wind +ΔM zfb_wind

[0083] Regarding step 102, it is understood that the aforementioned front lip is an aero kit installed below the front bumper of the vehicle. It generally increases downforce caused by air flow under the vehicle, thereby reducing changes in lateral force on the wheels during driving, thereby helping to reduce fluctuations in yaw moment. The aforementioned rear wing is an aero kit installed at the rear of the vehicle. It generally generates yaw moment by independently controlling the angle of attack of the left and right rear wing.

[0084] In some embodiments, controlling the front lip and the rear wing to jointly generate a compensating yaw moment includes: dividing the compensating yaw moment according to a preset ratio to obtain a first yaw moment allocated to the front lip and a second yaw moment allocated to the rear wing; controlling the front lip to generate the first yaw moment, and controlling the rear wing to generate the second yaw moment.

[0085] It is understood that the above-mentioned preset ratio is used to divide the compensating yaw moment so that the front lip and the rear wing jointly generate the compensating yaw moment. The preset ratio can be determined based on the adhesion coefficient of the road surface.

[0086] When the adhesion coefficient of the road surface is higher than or equal to the preset adhesion coefficient threshold, since the front lip is mainly used to adjust the pressure on the front axle of the vehicle, the rear wing can be considered as the main actuator to generate more yaw torque. Therefore, 70% of the compensation yaw torque can be allocated to the rear wing, and 30% of the compensation yaw torque can be allocated to the front lip, that is, the first yaw torque is equal to 30% of the compensation yaw torque, and the second yaw torque is equal to 70% of the compensation yaw torque.

[0087]

[0088] Among them, ΔM z,front is the first yaw moment, ΔM z,rear is the second yaw moment.

[0089] When the road's adhesion coefficient is lower than a preset adhesion coefficient threshold, considering the potential for significant vehicle excursion due to the slippery road surface, a greater amount of yaw moment can be allocated to the rear wing to reduce vehicle excursion. For example, 80% of the compensating yaw moment can be allocated to the rear wing, while 20% can be allocated to the front lip. Thus, the first yaw moment is equal to 20% of the compensating yaw moment, and the second yaw moment is equal to 80% of the compensating yaw moment.

[0090] In some embodiments, the tail wing includes a first tail wing and a second tail wing, and the front lip is controlled to generate a first yaw moment, and the tail wing is controlled to generate a second yaw moment, including: converting the first yaw moment into a first angle of attack change, and converting the second yaw moment into a second angle of attack change; according to the first angle of attack change, the angle of attack of the front lip is controlled to be reduced; according to the second angle of attack change, the angle of attack of the first tail wing is controlled to be reduced, and the angle of attack of the second tail wing is controlled to be increased; wherein, among the first tail wing and the second tail wing, one is a left tail wing and the other is a right tail wing.

[0091] It can be understood that the above-mentioned first yaw moment and second yaw moment are converted into the first angle of attack change and the second angle of attack change respectively. Considering that the front lip is mainly used to adjust the lift of the front axle, it is possible to consider controlling the angle of attack of the front lip to reduce the first angle of attack change, so as to increase the downforce of the front axle of the vehicle and make the vehicle more stable.

[0092] In addition, the rear wing of the vehicle may include a first rear wing and a second rear wing, and the second yaw moment is generated by controlling the attack angle of the first rear wing to reduce a second attack angle variation and controlling the attack angle of the second rear wing to increase a second attack angle variation.

[0093] For example, taking the first tail wing as the left tail wing and the second tail wing as the right tail wing as an example, if the angle of attack of the left tail wing is controlled to reduce the second angle of attack change, the airflow will produce a downward force on the left tail wing. At the same time, if the angle of attack of the right tail wing is controlled to increase the second angle of attack change, the airflow will produce an upward force on the right tail wing. At this time, the above-mentioned downward force and upward force can jointly generate a second counterclockwise yaw moment.

[0094] It can be seen from this that if it is necessary to compensate for the left-side wind at this time, the angle of attack of the left tail wing is controlled to decrease by the second angle of attack change, and the angle of attack of the right tail wing is controlled to increase by the second angle of attack change, so as to generate a counterclockwise second yaw moment to reduce the tendency of the vehicle to deviate to the right; if it is necessary to compensate for the right-side wind at this time, the angle of attack of the left tail wing is controlled to increase by the second angle of attack change, and the angle of attack of the right tail wing is controlled to decrease by the second angle of attack change, so as to generate a clockwise second yaw moment to reduce the tendency of the vehicle to deviate to the left.

[0095] The formula for converting the first yaw moment into the first angle of attack change (hereinafter referred to as θ1) is as follows:

[0096]

[0097] Where ρ is the air density (set to 1.225 kg / m 3 ), A1 is the effective area of the front lip (can be pre-set, for example, set to 0.5m 2 ), V x is the vehicle speed, l1 is the distance from the front lip to the center of mass (can be pre-set, for example, 1.5m), C L1 is the lift coefficient, and C L1 =K1×θ1, where the slope K1 can be obtained according to the following Table 1.

[0098] Table 1

[0099] Speed Kph Active front lip lift coefficient slope K1 60 0.12 100 0.10 120 0.08

[0100] The formula for converting the second yaw moment into the second angle of attack change (hereinafter referred to as θ2) is as follows:

[0101]

[0102] Among them, A2 is the effective area of the tail wing (can be pre-set, for example, set to 0.3m 2 ), l2 is the distance from the tail to the center of mass (can be pre-set, for example, set to 2.5m), C L2 is the lift coefficient, and C L2 =K2×θ2, where the slope K2 can be obtained according to the following Table 2.

[0103] Table 2

[0104] Speed Kph Tail lift coefficient slope K2 60 0.18 100 0.15 120 0.12

[0105] The vehicle controller sends the converted first angle of attack change to the motor controller of the front lip, and the motor controller of the front lip controls the front lip to lower according to the first angle of attack change; the vehicle controller sends the converted second angle of attack change to the motor controller of the first tail wing and the motor controller of the second tail wing respectively, and the motor controller of the first tail wing controls the first tail wing to lower according to the second angle of attack change, and the motor controller of the second tail wing controls the second tail wing to raise according to the second angle of attack change.

[0106] In some embodiments, considering that the angle of attack changes of the front lip and the tail wing exist in a certain range, if the angle of attack of the front lip can be reduced by the first angle of attack change, it means that the front lip can fully generate the first yaw moment. At this time, the angle of attack of the front lip can be directly controlled to reduce the first angle of attack change. If the angle of attack of the front lip cannot be reduced by the first angle of attack change, it means that the front lip cannot fully generate the first yaw moment. At this time, the yaw moment that the front lip cannot generate will be borne by the tail wing.

[0107] Similarly, if the angle of attack of the tail wing can be lowered or increased by the second angle of attack change, it means that the tail wing can fully generate the second yaw moment. At this time, you can directly control the angle of attack of the tail wing to lower or increase the second angle of attack change. If the angle of attack of the tail wing cannot be lowered or increased by the second angle of attack change, it means that the tail wing cannot fully generate the second yaw moment. At this time, the yaw moment that the tail wing cannot generate will be borne by the front lip.

[0108] For example, taking the case where the left tail wing cannot generate the second yaw moment, in this case, the yaw moment that the left tail wing cannot generate can be distributed to the front lip, that is,

[0109] ΔM z_多余 =ΔM z,rear -ΔM z,left_max

[0110] ΔM z,front_new =ΔM z,front +ΔM z_ Redundant

[0111] Among them, ΔM z_多余 is the yaw moment that the left tail cannot generate, ΔM z,front_new is the yaw moment that the front lip actually needs to generate.

[0112] The following describes in detail how to achieve the following situations: the front lip can fully generate the first yaw moment, and the front lip cannot fully generate the first yaw moment.

[0113] In some embodiments, the angle of attack of the front lip is controlled to be reduced according to the first angle of attack change, including: if the first angle of attack value obtained by subtracting the first angle of attack change from the current value of the angle of attack of the front lip is lower than the preset first minimum angle of attack value, then the angle of attack of the front lip is controlled to be reduced to the first minimum angle of attack value; if the first angle of attack value is higher than or equal to the first minimum angle of attack value, then the angle of attack of the front lip is controlled to be reduced by the first angle of attack change.

[0114] It is understood that the preset first minimum angle of attack value refers to the minimum angle of attack value that can be reduced within the capabilities of the front lip, and is used to measure whether the angle of attack of the front lip can reduce the first angle of attack change. The preset first minimum angle of attack value can be pre-calibrated. Optionally, the preset first minimum angle of attack value can be a value between -5° and 0°. For example, the preset first minimum angle of attack value can be calibrated to -2° (relative to the horizontal plane being 0°).

[0115] If the first angle of attack value is lower than the preset first minimum angle of attack value, it means that the angle of attack of the front lip cannot reduce the change of the first angle of attack. At this time, the angle of attack of the front lip can be directly controlled to reduce it to the first minimum angle of attack value; if the first angle of attack value is higher than or equal to the first minimum angle of attack value, it means that the angle of attack of the front lip can reduce the change of the first angle of attack. At this time, the angle of attack of the front lip can be directly controlled to reduce the change of the first angle of attack.

[0116] For example, taking the first minimum angle of attack value of -2° and the current value of the angle of attack of the front lip of 5° as an example, assuming that the change in the first angle of attack is 10°, the first angle of attack value obtained by subtracting the first angle of attack change from the current value of the angle of attack of the front lip is -5°, that is, 5°-10°=-5°. Since the first angle of attack value (-5°) is lower than the first minimum angle of attack value (-2°), it means that the angle of attack of the front lip cannot be reduced by 10°, so the angle of attack of the front lip can be directly controlled to be reduced to -2°; assuming that the change in the first angle of attack is 5°, the first angle of attack value obtained by subtracting the first angle of attack change from the current value of the angle of attack of the front lip is 0°, that is, 5°-5°=0°. Since the first angle of attack value (0°) is higher than the first minimum angle of attack value (-2°), it means that the angle of attack of the front lip can be reduced by 5°, so the angle of attack of the front lip after reduction can be directly controlled to be 0°.

[0117] In some embodiments, after controlling the angle of attack of the front lip to be reduced to a first minimum angle of attack value, it also includes: converting the difference obtained by subtracting the first angle of attack value from the first minimum angle of attack value into a first differential yaw moment, calculating a first target yaw moment obtained by adding the first differential yaw moment to the second yaw moment, and allocating the first target yaw moment to the tail wing.

[0118] It can be understood that when the first angle of attack value is lower than the preset first minimum angle of attack value, since the front lip cannot fully generate the first yaw moment, it is possible to consider distributing the yaw moment that the front lip cannot generate (i.e., the first difference yaw moment) to the tail wing and controlling the tail wing to generate the first target yaw moment.

[0119] In some embodiments, after allocating the first target yaw moment to the tail wing, the method further includes: determining whether the first target yaw moment satisfies a first preset condition; if it is determined that the first target yaw moment satisfies the first preset condition, controlling the tail wing to generate the first target yaw moment.

[0120] It can be understood that the above-mentioned first preset condition is used to measure whether the tail wing can generate the first target yaw moment.

[0121] In some embodiments, determining whether the first target yaw moment satisfies a first preset condition includes: converting the first target yaw moment into a third angle of attack change; if a fourth angle of attack value obtained by subtracting the third angle of attack change from a current value of the angle of attack of the first tail wing is higher than or equal to a second minimum angle of attack value, then determining that the first target yaw moment satisfies the first preset condition; and, if a fifth angle of attack value obtained by adding the third angle of attack change to the current value of the angle of attack of the second tail wing is lower than or equal to the maximum angle of attack value, then determining that the first target yaw moment satisfies the first preset condition.

[0122] It is understood that the preset second minimum angle of attack value refers to the minimum angle of attack value that can be reduced within the capabilities of the first tail wing, and is used to measure whether the angle of attack of the first tail wing can reduce the change in the third angle of attack. The preset second minimum angle of attack value can be preset and calibrated. Optionally, the preset second minimum angle of attack value can be a value between -5° and 0°. For example, the preset second minimum angle of attack value can be -3° (relative to the horizontal plane being 0°).

[0123] The preset maximum angle of attack value is the maximum angle of attack that can be increased within the capabilities of the second tail wing, and is used to measure whether the angle of attack of the second tail wing can be increased by the third angle of attack change. The preset maximum angle of attack value can be pre-calibrated. Optionally, the preset maximum angle of attack value can be a value between 15° and 20°, for example, the preset maximum angle of attack value can be 15°.

[0124] If the fourth angle of attack value is higher than or equal to the second minimum angle of attack value, it means that the angle of attack of the first tail wing can reduce the change of the third angle of attack. If the fifth angle of attack value is lower than or equal to the maximum angle of attack value, it means that the angle of attack of the second tail wing can increase the change of the third angle of attack. At this time, directly control the angle of attack of the first tail wing to reduce the change of the third angle of attack, and directly control the angle of attack of the second tail wing to increase the change of the third angle of attack.

[0125] However, when it is determined that the first target yaw moment does not satisfy the first preset condition, the tail wing may be directly controlled to generate the maximum yaw moment that it can generate. Specifically:

[0126] If the fourth angle of attack value is lower than the preset second minimum angle of attack value, it means that the angle of attack of the first tail wing cannot reduce the third angle of attack change. At this time, the angle of attack of the first tail wing can be directly controlled to be reduced to the second minimum angle of attack value; or, if the fifth angle of attack value is higher than the preset maximum angle of attack value, it means that the angle of attack of the second tail wing cannot increase the third angle of attack change. At this time, the angle of attack of the second tail wing can be directly controlled to be increased to the maximum angle of attack value.

[0127] The following describes in detail how the tail wing can fully generate the second yaw moment and how the tail wing cannot fully generate the second yaw moment:

[0128] In some embodiments, the angle of attack of the first tail wing is controlled to decrease, and the angle of attack of the second tail wing is controlled to increase according to the second angle of attack change, including: if the second angle of attack value obtained by subtracting the second angle of attack change from the current value of the angle of attack of the first tail wing is lower than the preset second minimum angle of attack value, the angle of attack of the first tail wing is controlled to decrease to the second minimum angle of attack value; if the second angle of attack value is higher than or equal to the second minimum angle of attack value, the angle of attack of the first tail wing is controlled to decrease by the second angle of attack change; if the third angle of attack value obtained by adding the current value of the angle of attack of the second tail wing to the second angle of attack change is higher than the preset maximum angle of attack value, the angle of attack of the second tail wing is controlled to increase to the maximum angle of attack value; if the third angle of attack value is lower than or equal to the maximum angle of attack value, the angle of attack of the second tail wing is controlled to increase by the third angle of attack change.

[0129] It can be understood that the above-mentioned preset second minimum angle of attack value can also be used to measure whether the angle of attack of the first tail wing can reduce the second angle of attack change; the above-mentioned preset maximum angle of attack value can also be used to measure whether the angle of attack of the second tail wing can increase the second angle of attack change.

[0130] If the second angle of attack value is lower than the preset second minimum angle of attack value, it means that the angle of attack of the first tail wing cannot reduce the change of the second angle of attack. At this time, the angle of attack of the second tail wing can be directly controlled to reduce it to the second minimum angle of attack value; if the second angle of attack value is higher than or equal to the second minimum angle of attack value, it means that the angle of attack of the first tail wing can reduce the change of the second angle of attack. At this time, the angle of attack of the second tail wing can be directly controlled to reduce the change of the second angle of attack.

[0131] If the third angle of attack value is higher than the preset maximum angle of attack value, it means that the angle of attack of the second tail wing cannot be increased by the second angle of attack change amount. At this time, the angle of attack of the second tail wing can be directly controlled to increase to the maximum angle of attack value; if the third angle of attack value is lower than or equal to the maximum angle of attack value, it means that the angle of attack of the second tail wing can be increased by the second angle of attack change amount. At this time, the angle of attack of the second tail wing can be directly controlled to increase by the second angle of attack change amount.

[0132] In some embodiments, after controlling the angle of attack of the first tail wing to decrease to a second minimum angle of attack value, it also includes: converting the difference obtained by subtracting the second angle of attack value from the second minimum angle of attack value into a second differential yaw moment, calculating the second target yaw moment obtained by adding the second differential yaw moment to the first yaw moment, and allocating the second target yaw moment to the front lip; after controlling the angle of attack of the second tail wing to increase to the maximum angle of attack value, it also includes: converting the difference obtained by subtracting the maximum angle of attack value from the third angle of attack value into a third differential yaw moment, calculating the third target yaw moment obtained by adding the third differential yaw moment to the first yaw moment, and allocating the third target yaw moment to the front lip.

[0133] It can be understood that when the second angle of attack value is lower than the preset second minimum angle of attack value, since the first tail wing cannot fully generate the second yaw moment, it is possible to consider distributing the yaw moment that the first tail wing cannot generate (i.e., the second difference yaw moment) to the front lip and controlling the front lip to generate the second target yaw moment.

[0134] In some embodiments, after allocating the second target yaw moment to the front lip, it also includes: determining whether the second target yaw moment meets a second preset condition; if it is determined that the second target yaw moment meets the second preset condition, controlling the first tail wing to generate the second target yaw moment.

[0135] It can be understood that the above second preset condition is used to measure whether the front lip can generate the second target yaw moment.

[0136] In some embodiments, determining whether the second target yaw moment satisfies a second preset condition includes: converting the second target yaw moment into a fourth angle of attack change; if a sixth angle of attack value obtained by subtracting the fourth change from the current value of the angle of attack of the front lip is higher than or equal to the first minimum angle of attack value, then determining that the second target yaw moment satisfies the second preset condition.

[0137] It can be understood that if the sixth angle of attack value is higher than or equal to the first minimum angle of attack value, it means that the angle of attack of the front lip can reduce the change in the fourth angle of attack. At this time, the angle of attack of the front lip can be directly controlled to reduce the change in the fourth angle of attack.

[0138] However, when it is determined that the second target yaw moment does not satisfy the second preset condition, the front lip may be directly controlled to generate the maximum yaw moment that it can generate. Specifically:

[0139] If the sixth angle of attack value is lower than the preset first minimum angle of attack value, it means that the angle of attack of the front lip cannot reduce the change of the fourth angle of attack. At this time, the angle of attack of the front lip can be directly controlled to be reduced to the first minimum angle of attack value.

[0140] When the third angle of attack value is higher than the preset maximum angle of attack value, since the second tail wing cannot fully generate the second yaw moment, it is possible to consider distributing the yaw moment that the second tail wing cannot generate (i.e., the third difference yaw moment) to the front lip and controlling the front lip to generate the third target yaw moment.

[0141] In some embodiments, after allocating the third target yaw moment to the front lip, it also includes: determining whether the third target yaw moment meets a third preset condition; if it is determined that the third target yaw moment meets the third preset condition, controlling the second tail wing to generate the third target yaw moment.

[0142] It can be understood that the third preset condition is used to measure whether the front lip can generate the third target yaw moment.

[0143] In some embodiments, determining whether the third target yaw moment satisfies a third preset condition includes: converting the third target yaw moment into a fifth angle of attack change; if a seventh angle of attack value obtained by subtracting the fifth change from the current value of the angle of attack of the front lip is higher than or equal to the first minimum angle of attack value, then determining that the third target yaw moment satisfies the third preset condition.

[0144] It can be understood that if the seventh angle of attack value is higher than or equal to the first minimum angle of attack value, it means that the angle of attack of the front lip can reduce the change in the fifth angle of attack. At this time, the angle of attack of the front lip can be directly controlled to reduce the change in the fifth angle of attack.

[0145] However, when it is determined that the third target yaw moment does not satisfy the third preset condition, the front lip may be directly controlled to generate the maximum yaw moment that it can generate. Specifically:

[0146] If the seventh angle of attack value is lower than the preset first minimum angle of attack value, it means that the angle of attack of the front lip cannot reduce the change of the fifth angle of attack. At this time, the angle of attack of the front lip can be directly controlled to be reduced to the first minimum angle of attack value.

[0147] In addition, for driving safety, it is also possible to consider limiting the rate of change of the angle of attack of the front lip and the rear wing to avoid excessive changes in the angle of attack of the front lip and the rear wing, which may cause vehicle instability. The above-mentioned rate of change of the angle of attack can be calibrated in advance. Optionally, the above-mentioned rate of change of the angle of attack can be a value less than or equal to 10° / s. For example, the above-mentioned rate of change of the angle of attack can be calibrated to 10° / s.

[0148] The following is a more detailed description of a vehicle control method provided by an embodiment of the present application:

[0149] Figure 2 It is a schematic flowchart of another vehicle control method provided in an embodiment of the present application.

[0150] For example, Figure 2As shown, the method 200 includes:

[0151] Step 201 : When the vehicle is in a driving state, determine whether the vehicle is in a crosswind condition based on the vehicle's lateral acceleration, target yaw rate, actual yaw rate, and wheel speed difference between the two sides of the non-driven wheel.

[0152] Step 202 : When the vehicle is in a crosswind condition, obtain the compensatory yaw moment of the vehicle according to the state parameters of the vehicle.

[0153] It is understood that the above-mentioned crosswind working condition has three crosswind working condition flags, namely, standby state, active state, and off state. When it is determined that the vehicle meets the conditions of the crosswind working condition, the crosswind working condition flag can be determined to be in the active state. Therefore, the conditions for determining that the crosswind working condition flag is in the active state include:

[0154] (1) The absolute value of the lateral acceleration is greater than or equal to the preset lateral acceleration threshold (which can be pre-set, for example, 2 m / s 2 ), and last for 0.5s;

[0155] (2) The absolute value of the difference between the actual yaw rate and the target yaw rate is greater than a preset yaw rate threshold (which can be pre-set, for example, 1.5° / s) and lasts for 0.5s;

[0156] (3) The direction of the deviation between the actual yaw rate and the target yaw rate is opposite to the direction of the lateral acceleration and lasts for more than 0.5 seconds;

[0157] (4) The wheel speed difference between the two sides of the non-driven wheel is less than or equal to a preset wheel speed difference threshold (which can be pre-set, for example, 2 Kph).

[0158] When the crosswind condition flag is in the Active state, if any condition is not met, the system enters the Standby state.

[0159] In addition, the conditions for directly determining that the crosswind operating condition flag is in the Standby state include:

[0160] (1) The vehicle's current speed is greater than or equal to a preset speed threshold (which can be pre-set, for example, 80 kph);

[0161] (2) The camera or radar detects that there are no vehicles or obstacles around the vehicle;

[0162] (3) The absolute value of the lateral acceleration is greater than or equal to the preset lateral acceleration threshold (which can be pre-set, for example, 1.2 m / s 2), and the absolute value of the lateral acceleration is greater than or equal to the first duration of the preset lateral acceleration threshold value is greater than or equal to the preset duration threshold value (which can be pre-set, for example, set to 0.3s);

[0163] (4) The steering wheel angle change rate is less than or equal to a preset change rate threshold (which can be pre-set, for example, 3° / s);

[0164] (5) Electronic Stability Program (ESP), Anti-lock Braking System (ABS), Traction Control System (TCS) and other systems are not activated;

[0165] (6) The absolute value of the difference between the actual yaw rate and the target yaw rate is greater than a preset yaw rate threshold (which can be pre-set, for example, 0.8° / s).

[0166] When the crosswind operating condition flag is in the Standby state, if any condition is not met, the system enters the Off state.

[0167] In addition, the conditions for directly determining that the crosswind operating condition flag is in the Off state include:

[0168] (1) The absolute value of the steering wheel angle is greater than a preset angle threshold (which can be pre-set, for example, 10°);

[0169] (2) The brake pedal opening is greater than a preset opening threshold (which can be pre-set, for example, 15%).

[0170] Step 203 : Divide the compensation yaw moment according to a preset ratio to obtain a first yaw moment allocated to the front lip and a second yaw moment allocated to the rear wing.

[0171] Step 204 : Convert the first yaw moment into a first attack angle change, and convert the second yaw moment into a second attack angle change.

[0172] Step 205: Control the angle of attack of the front lip to decrease according to the first angle of attack change.

[0173] Step 206 , controlling the angle of attack of the first tail wing to decrease and controlling the angle of attack of the second tail wing to increase according to the second angle of attack change; wherein, one of the first tail wing and the second tail wing is a left tail wing and the other is a right tail wing.

[0174] In summary, the vehicle control method provided by this application has the following beneficial effects:

[0175] First, in terms of stability, by controlling the front lip and rear wing to generate compensatory yaw torque, the vehicle's deviation under crosswind conditions is reduced, thereby enhancing the vehicle's driving stability and improving driving safety.

[0176] Second, in terms of driving experience, this method enables the vehicle to maintain smooth driving when encountering crosswinds, improving driving comfort.

[0177] Third, in terms of energy consumption, by dynamically adjusting the angle of the air kit, unnecessary air resistance is reduced, thereby reducing the vehicle's energy consumption.

[0178] Figure 3 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0179] For example, Figure 3 As shown, the device 300 includes:

[0180] The acquisition module 301 is used to acquire the compensation yaw moment of the vehicle according to the state parameters of the vehicle when the vehicle is in a crosswind condition.

[0181] The control module 302 is used to control the front lip and the rear wing to jointly generate a compensatory yaw moment to reduce the deviation of the vehicle caused by crosswind conditions.

[0182] In one possible implementation, the device also includes a judgment module, which is specifically used to: when the vehicle is in a crosswind condition, before obtaining the vehicle's compensatory yaw moment based on the vehicle's state parameters, it also includes: when the vehicle is in a driving state, obtaining the vehicle's lateral acceleration, target yaw angular velocity, actual yaw angular velocity and wheel speed difference on both sides of the non-driven wheels; and judging whether the vehicle is in a crosswind condition based on the lateral acceleration, target yaw angular velocity, actual yaw angular velocity and wheel speed difference.

[0183] In one possible implementation, the judgment module is specifically used to: judge whether the vehicle is in a crosswind condition based on the lateral acceleration, the target yaw angular velocity, the actual yaw angular velocity and the wheel speed difference, including: judging that the vehicle is in a crosswind condition when the absolute value of the lateral acceleration is greater than or equal to a preset lateral acceleration threshold, the absolute value of the difference between the actual yaw angular velocity and the target yaw angular velocity is greater than the preset yaw angular velocity threshold, and the wheel speed difference is less than or equal to the preset wheel speed difference threshold.

[0184] In one possible implementation, the acquisition module is specifically used for: state parameters including the vehicle's moment of inertia, the vehicle's actual yaw angular velocity, the vehicle's wheel lateral force, the vehicle's target yaw moment, and the vehicle's current speed; obtaining the vehicle's compensation yaw moment based on the vehicle's state parameters, including: determining the vehicle's entire yaw moment based on the vehicle's moment of inertia and the vehicle's actual yaw angular velocity; calculating the vehicle's entire yaw moment generated by the wheel lateral force based on a tire model; subtracting the yaw moment generated by the wheel lateral force from the entire vehicle's yaw moment as a feedforward yaw moment; determining the feedback yaw moment based on the deviation between the actual yaw angular velocity and the vehicle's target yaw angular velocity, as well as the vehicle's current speed; and determining the compensation yaw moment based on the feedforward yaw moment and the feedback yaw moment.

[0185] In one possible implementation, the control module is specifically used to: control the front lip and the rear wing to jointly generate a compensating yaw moment, including: dividing the compensating yaw moment according to a preset ratio to obtain a first yaw moment allocated to the front lip and a second yaw moment allocated to the rear wing; controlling the front lip to generate the first yaw moment, and controlling the rear wing to generate the second yaw moment.

[0186] In one possible implementation, the tail wing includes a first tail wing and a second tail wing, and the control module is specifically used to: control the front lip to generate a first yaw moment, and control the tail wing to generate a second yaw moment, including: converting the first yaw moment into a first angle of attack change, and converting the second yaw moment into a second angle of attack change; controlling the angle of attack of the front lip to decrease according to the first angle of attack change; controlling the angle of attack of the first tail wing to decrease according to the second angle of attack change, and controlling the angle of attack of the second tail wing to increase; wherein, among the first tail wing and the second tail wing, one is a left tail wing and the other is a right tail wing.

[0187] In one possible implementation, the control module is specifically used to: control the angle of attack of the front lip to decrease according to the first angle of attack change, including: if the first angle of attack value obtained by subtracting the first angle of attack change from the current value of the angle of attack of the front lip is lower than the preset first minimum angle of attack value, then control the angle of attack of the front lip to decrease to the first minimum angle of attack value; if the first angle of attack value is higher than or equal to the first minimum angle of attack value, then control the angle of attack of the front lip to decrease by the first angle of attack change; according to the second angle of attack change, control the angle of attack of the first tail wing to decrease, and control the angle of attack of the second tail wing to increase, including: if the current angle of attack of the first tail wing is If the second angle of attack value obtained by subtracting the second angle of attack change from the previous value is lower than the preset second minimum angle of attack value, the angle of attack of the first tail wing is controlled to be reduced to the second minimum angle of attack value; if the second angle of attack value is higher than or equal to the second minimum angle of attack value, the angle of attack of the first tail wing is controlled to be reduced by the second angle of attack change; if the third angle of attack value obtained by adding the current value of the angle of attack of the second tail wing to the second angle of attack change is higher than the preset maximum angle of attack value, the angle of attack of the second tail wing is controlled to be increased to the maximum angle of attack value; if the third angle of attack value is lower than or equal to the maximum angle of attack value, the angle of attack of the second tail wing is controlled to be increased by the third angle of attack change.

[0188] In one possible implementation, the control module is specifically used to: after controlling the angle of attack of the front lip to be reduced to a first minimum angle of attack value, further include: converting the difference obtained by subtracting the first angle of attack value from the first minimum angle of attack value into a first differential yaw moment, calculating the first target yaw moment obtained by adding the first differential yaw moment to the second yaw moment, and allocating the first target yaw moment to the tail wing; after controlling the angle of attack of the first tail wing to be reduced to a second minimum angle of attack value, further include: converting the difference obtained by subtracting the second angle of attack value from the second minimum angle of attack value into a second differential yaw moment, calculating the second target yaw moment obtained by adding the second differential yaw moment to the first yaw moment, and allocating the second target yaw moment to the front lip; after controlling the angle of attack of the second tail wing to be increased to a maximum angle of attack value, further include: converting the difference obtained by subtracting the maximum angle of attack value from the third angle of attack value into a third differential yaw moment, calculating the third target yaw moment obtained by adding the third differential yaw moment to the first yaw moment, and allocating the third target yaw moment to the front lip.

[0189] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0190] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0191] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided by an embodiment of the present application.

[0192] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0193] In the case of dividing each functional module into corresponding functional modules, the device may further include an acquisition module and a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0194] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0195] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0196] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the present disclosure. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0197] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiment.

[0198] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0199] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a vehicle control method provided by the above embodiment.

[0200] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0201] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0202] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0203] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a front lip and a rear wing, and the method includes: When the vehicle is in a crosswind condition, obtaining a compensation yaw moment of the vehicle according to a state parameter of the vehicle; The front lip and the rear wing are controlled to jointly generate the compensating yaw moment to reduce the deviation of the vehicle caused by the crosswind condition.

2. The method according to claim 1, characterized in that When the vehicle is in a crosswind condition, before obtaining the compensating yaw moment of the vehicle according to the state parameters of the vehicle, the method further includes: When the vehicle is in a driving state, obtaining a lateral acceleration, a target yaw rate, an actual yaw rate, and a wheel speed difference between two sides of a non-driven wheel of the vehicle; Whether the vehicle is in a crosswind condition is determined according to the lateral acceleration, the target yaw rate, the actual yaw rate, and the wheel speed difference.

3. The method according to claim 2, characterized in that The determining whether the vehicle is in a crosswind condition according to the lateral acceleration, the target yaw rate, the actual yaw rate, and the wheel speed difference includes: When the absolute value of the lateral acceleration is greater than or equal to a preset lateral acceleration threshold, the absolute value of the difference between the actual yaw rate and the target yaw rate is greater than a preset yaw rate threshold, and the wheel speed difference is less than or equal to a preset wheel speed difference threshold, it is determined that the vehicle is in the crosswind condition.

4. The method according to claim 1, wherein The state parameters include the moment of inertia of the vehicle, the actual yaw rate of the vehicle, the lateral force of the wheels of the vehicle, the target yaw moment of the vehicle, and the current speed of the vehicle. The obtaining, according to the state parameters of the vehicle, a compensation yaw moment of the vehicle, comprises: determining a vehicle yaw moment of the vehicle according to the rotational inertia of the vehicle and the actual yaw angular velocity of the vehicle; Calculating the yaw moment generated by the lateral force of the wheel of the vehicle based on the tire model; The difference between the yaw moment of the entire vehicle and the yaw moment generated by the wheel lateral force is used as the feedforward yaw moment; determining a feedback yaw moment based on a deviation between the actual yaw rate and a target yaw rate of the vehicle, and a current speed of the vehicle; The compensation yaw moment is determined based on the feedforward yaw moment and the feedback yaw moment.

5. The method according to claim 1, wherein The controlling the front lip and the rear wing to jointly generate the compensating yaw moment includes: Dividing the compensating yaw moment according to a preset ratio to obtain a first yaw moment allocated to the front lip and a second yaw moment allocated to the rear wing; The front lip is controlled to generate the first yaw moment, and the rear wing is controlled to generate the second yaw moment.

6. The method according to claim 5, characterized in that The tail wing includes a first tail wing and a second tail wing, and controlling the front lip to generate the first yaw moment and controlling the tail wing to generate the second yaw moment includes: converting the first yaw moment into a first attack angle change, and converting the second yaw moment into a second attack angle change; controlling the angle of attack of the front lip to decrease according to the first angle of attack change; According to the second attack angle change, the attack angle of the first tail wing is controlled to decrease, and the attack angle of the second tail wing is controlled to increase; wherein, among the first tail wing and the second tail wing, one is a left tail wing and the other is a right tail wing.

7. The method according to claim 6, characterized in that The controlling the angle of attack of the front lip to decrease according to the first angle of attack change comprises: If a first angle of attack value obtained by subtracting the first angle of attack change from the current value of the angle of attack of the front lip is lower than a preset first minimum angle of attack value, controlling the angle of attack of the front lip to decrease to the first minimum angle of attack value; If the first angle of attack value is greater than or equal to the first minimum angle of attack value, controlling the angle of attack of the front lip to reduce the first angle of attack change; The controlling the angle of attack of the first tail wing to decrease and the controlling the angle of attack of the second tail wing to increase according to the second angle of attack change includes: If a second angle of attack value obtained by subtracting the second angle of attack change from the current value of the angle of attack of the first tail wing is lower than a preset second minimum angle of attack value, controlling the angle of attack of the first tail wing to decrease to the second minimum angle of attack value; If the second angle of attack value is greater than or equal to the second minimum angle of attack value, controlling the angle of attack of the first tail wing to reduce a change in the second angle of attack; If a third angle of attack value obtained by adding the current value of the angle of attack of the second tail wing to the second angle of attack change is higher than a preset maximum angle of attack value, controlling the angle of attack of the second tail wing to increase to the maximum angle of attack value; If the third angle of attack value is lower than or equal to the maximum angle of attack value, the angle of attack of the second tail wing is controlled to increase by the third angle of attack change amount.

8. The method according to claim 7, characterized in that After controlling the attack angle of the front lip to decrease to the first minimum attack angle value, the method further includes: converting a difference obtained by subtracting the first angle of attack value from the first minimum angle of attack value into a first differential yaw moment, calculating a first target yaw moment obtained by adding the first differential yaw moment to the second yaw moment, and allocating the first target yaw moment to the tail wing; After controlling the angle of attack of the first tail wing to decrease to the second minimum angle of attack value, the method further includes: converting a difference obtained by subtracting the second angle of attack value from the second minimum angle of attack value into a second differential yaw moment, calculating a second target yaw moment obtained by adding the second differential yaw moment to the first yaw moment, and allocating the second target yaw moment to the front lip; After controlling the angle of attack of the second tail wing to increase to the maximum angle of attack value, the method further includes: A difference obtained by subtracting the maximum angle of attack value from the third angle of attack value is converted into a third difference yaw moment, a third target yaw moment is calculated by adding the third difference yaw moment to the first yaw moment, and the third target yaw moment is distributed to the front lip.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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