Crosswind stability control method and device, electronic equipment and storage medium

Abstract

The invention provides a crosswind stability control method and device, electronic equipment and a storage medium, and relates to the technical field of vehicles. The method comprises the steps that when a vehicle is located in a crosswind area and is subjected to the crosswind effect and the vehicle meets the activation condition, the driving scene where the vehicle is located is determined, and the driving scene comprises at least one of a braking scene, a sliding scene, a constant-speed scene and an acceleration scene; according to the driving scene, a corresponding crosswind adjusting strategy is executed on the vehicle, and the crosswind adjusting strategy comprises at least one of braking force distribution, motor negative torque vector distribution, driving torque vector distribution and rear wheel steering adjustment and suspension damping control. Differentiation control strategies can be designed for different driving scenes in a matched mode, the interference suppression effect is improved, the problems of driver tension, panic and the like possibly caused by control intervention which does not conform to the driving intention are solved, and then the crosswind stability and the driving safety of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a crosswind stability control method and device, an electronic device and a storage medium. BACKGROUND

[0002] With the continuous improvement of the intelligent level of automobiles, the vehicle safety control system plays an increasingly important role in dealing with complex driving environments. The crosswind stability control system, as an advanced driving assistance function for improving high-speed driving safety, is mainly used to automatically intervene in control when the vehicle encounters sudden lateral strong wind (such as gusts caused by landforms such as bridges, high-speed tunnel exits, and valley wind outlets), so as to suppress the vehicle body deviation and enhance the directional stability, thereby avoiding the dangers caused by the driver's failure to react in time.

[0003] The existing crosswind stability control system generally has problems such as single control strategy, poor adaptability, and poor driving experience when dealing with sudden lateral wind interference. For example, a single control strategy may cause forced intervention through braking or active steering when the driver has not yet indicated a braking or steering intention, which may cause abnormal vehicle power response or cause the driver to misoperate, thereby affecting the vehicle crosswind stability. SUMMARY

[0004] The problem solved by the present application is how to improve the crosswind stability of the vehicle.

[0005] To solve the above problems, the present application provides a crosswind stability control method, device, electronic device and storage medium.

[0006] In a first aspect, the present application provides a crosswind stability control method, comprising: When the vehicle is in a crosswind area and is affected by crosswind and the vehicle meets the activation condition, determining the driving scene in which the vehicle is located, wherein the driving scene comprises at least one of a braking scene, a coasting scene, a constant speed scene and an acceleration scene; According to the driving scene, a corresponding crosswind adjustment strategy is executed on the vehicle, wherein the crosswind adjustment strategy comprises at least one of brake force distribution, motor negative torque vector distribution, drive torque vector distribution and rear wheel steering adjustment, and suspension damping control.

[0007] Optionally, the determination of the driving scene in which the vehicle is located comprises: dividing the driving scene according to the driving condition parameters of the vehicle, the driving condition parameters comprising an acceleration pedal signal and a brake pedal signal, and the division of the driving scene according to the driving condition parameters of the vehicle comprises: When the brake pedal signal is detected, the driving scene is determined as the braking scene; determining that the driving scene is the coasting scene when the accelerator pedal signal is not detected and the brake pedal signal is not detected; determining that the driving scene is the constant speed scene or the accelerating scene when the accelerator pedal signal is detected and the brake pedal signal is not detected.

[0008] Optionally, the driving condition parameter further comprises a battery power signal, and after determining that the driving scene is the coasting scene, the method further comprises: determining that the coasting scene is an energy recovery motor intervention scene when the battery power is detected as not full; determining that the coasting scene is an energy recovery motor non-intervention scene when the battery power is detected as full.

[0009] Optionally, the executing the corresponding crosswind adjustment strategy on the vehicle according to the driving scene comprises: when the driving scene is the braking scene, increasing the braking force of the windward side wheel, decreasing the braking force of the leeward side wheel, and increasing the suspension damping; when the driving scene is the energy recovery motor intervention scene, increasing the motor negative torque of the windward side wheel through four-wheel coasting recovery torque vector distribution, and increasing the suspension damping; when the driving scene is the energy recovery motor non-intervention scene, determining a corrected yaw moment according to the yaw deviation, controlling the rear axle steering motor to turn downward according to the corrected yaw moment, and increasing the suspension damping; when the driving scene is the constant speed scene or the accelerating scene, increasing the driving torque of the leeward side wheel, decreasing the driving torque of the windward side wheel, and increasing the suspension damping.

[0010] Optionally, after executing the corresponding crosswind adjustment strategy on the vehicle according to the driving scene, the method further comprises: when the vehicle body posture is corrected to within the target range for a preset time length or the driver takes over, activating an auxiliary control mode, wherein the auxiliary control mode comprises switching the steering system to a power steering auxiliary control when a driver steering torque is received.

[0011] Optionally, after executing the corresponding crosswind adjustment strategy on the vehicle according to the driving scene, the method further comprises suppressing crosswind detection when the steering wheel angle is detected to exceed a preset angle.

[0012] Optionally, the crosswind stability control method further comprises: identifying whether the crosswind area exists in front of the vehicle according to early warning information, and performing crosswind pre-adjustment on the vehicle when the crosswind area exists in front of the vehicle and the vehicle meets the activation condition.

[0013] Optionally, the early warning information comprises terrain data, preceding vehicle data and weather data, and the identifying whether a crosswind region exists in front of the vehicle according to the early warning information comprises: determining whether a crosswind-sensitive terrain exists in front of the vehicle according to the terrain data, and marking a region corresponding to the crosswind-sensitive terrain as a structural risk region when the crosswind-sensitive terrain exists in front of the vehicle, the crosswind-sensitive terrain comprising at least one of a bridge, an overpass, a tunnel exit or an open terrain; determining whether the preceding vehicle is affected by crosswind according to the preceding vehicle data, and marking a region in which the preceding vehicle is affected by crosswind as a preceding vehicle interference region when the preceding vehicle is affected by crosswind; determining whether a crosswind warning exists in front of the vehicle according to the weather data, and marking a region corresponding to the crosswind warning as a crosswind warning region when the crosswind warning exists in front of the vehicle; judging whether the crosswind region exists in front of the vehicle according to the structural risk region, the preceding vehicle interference region and the crosswind warning region.

[0014] Optionally, the crosswind pre-adjustment of the vehicle comprises at least one of lowering the height of the vehicle body, increasing suspension damping and controlling a rear wheel steering motor to generate a positive toe angle.

[0015] Optionally, the crosswind stability control method further comprises: judging whether the vehicle is straight driving according to a vehicle yaw rate signal and a steering wheel angle signal; determining a vehicle speed of the vehicle according to a longitudinal vehicle speed signal, and judging the size of the vehicle speed and a vehicle speed threshold value; determining that the vehicle satisfies the activation condition when the vehicle keeps straight driving and the vehicle speed is greater than the vehicle speed threshold value.

[0016] In a second aspect, the present application provides a crosswind stability control device, comprising: a first module configured to determine a driving scene of the vehicle when the vehicle is in a crosswind region affected by crosswind and the vehicle satisfies an activation condition, wherein the driving scene comprises at least one of a braking scene, a coasting scene, a constant speed scene and an accelerating scene; a second module configured to execute a corresponding crosswind adjustment strategy on the vehicle according to the driving scene, wherein the crosswind adjustment strategy comprises at least one of braking force distribution, motor negative torque vector distribution, driving torque vector distribution and rear wheel steering adjustment, and suspension damping control.

[0017] In a third aspect, the present application provides an electronic device comprising a memory and a processor; the memory is configured to store a computer program; The processor is configured to implement the crosswind stability control method according to the first aspect when executing the computer program.

[0018] In a fourth aspect, the present application provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and when the computer program is executed by a processor, the crosswind stability control method according to the first aspect is implemented.

[0019] The crosswind stability control method has the following advantages: when the vehicle is affected by the actual crosswind, the driving scene in which the vehicle is located is determined, such as the braking scene, the coasting scene, the constant speed scene and the acceleration scene, and then the corresponding crosswind adjustment strategy is executed on the vehicle according to the driving scene, such as at least one of the brake force distribution, the motor negative torque vector distribution, the drive torque vector distribution and the rear wheel steering adjustment, and the suspension damping control, so that the difference control strategy can be matched and designed for different driving scenes, the interference suppression effect is improved, the control intervention inconsistent with the driving intention is avoided, the problems such as tension and panic of the driver are avoided, and the vehicle crosswind stability and driving safety are improved. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 A flowchart of the crosswind stability control method of the embodiment of the present application is shown in the figure. Figure 2 A flowchart of the driving scene division of the embodiment of the present application is shown in the figure. Figure 1 Figure 3 A flowchart of the driving scene division of the embodiment of the present application is shown in the figure. Figure 2 Figure 4 A flowchart of the execution of the crosswind adjustment strategy of the embodiment of the present application is shown in the figure. Figure 5 A flowchart of the crosswind region identification of the embodiment of the present application is shown in the figure. Figure 6 A flowchart of the activation condition determination of the embodiment of the present application is shown in the figure. Figure 7 A system architecture diagram of the crosswind stability control device of the embodiment of the present application is shown in the figure. Figure 8 A system architecture diagram of the electronic device of the embodiment of the present application is shown in the figure. Figure 9 A motor steering assist characteristic curve diagram of the embodiment of the present application is shown in the figure. Figure 10 A right crosswind steering assist characteristic curve diagram of the embodiment of the present application is shown in the figure. Figure 11 A flowchart of the crosswind pre-adjustment of the embodiment of the present application is shown in the figure. Figure 12 ​​A side wind feedback control flowchart of an embodiment of the present application; Figure 13 A control switching logic diagram of an embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to make the above objectives, features and advantages of the present application more apparent, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present application are shown in the drawings, it is understood that the present application can be implemented in various forms, and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided to more thoroughly and completely understand the present application. It is understood that the drawings and embodiments of the present application are for illustrative purposes only, and are not intended to limit the scope of protection of the present application.

[0022] It is understood that each step recited in the method embodiments of the present application can be executed in different order, and / or in parallel. In addition, the method embodiments can include additional steps and / or omit the execution of the steps shown. The scope of the present application is not limited in this respect.

[0023] The term "comprising" and variations thereof as used herein are open-ended, that is "including, but not limited to"; the term "based on" is "based, at least in part, on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optional" means "optional in at least some embodiments". Related definitions are given throughout the description. It is noted that the concepts of "first", "second", etc. mentioned in the present application are only used to distinguish different apparatuses, modules or units, and are not intended to limit the order or interdependence of the functions performed by these apparatuses, modules or units.

[0024] It is noted that the modification of "one" or "more" mentioned in the present application is illustrative rather than limiting, and those skilled in the art should understand that, unless otherwise explicitly indicated in the context, it should be understood as "one or more".

[0025] The names of the messages or information exchanged between the plurality of apparatuses in the embodiments of the present application are only for illustrative purposes, and are not intended to limit the scope of the messages or information.

[0026] As shown in FIG. 1, the side wind stability control method provided by the embodiment of the present application comprises the following steps. Figure 1 ​S100: determining a driving scene in which the vehicle is located when the vehicle is in a crosswind area and is subjected to a crosswind and the vehicle satisfies an activation condition, wherein the driving scene comprises at least one of a braking scene, a coasting scene, a constant speed scene, and an accelerating scene.

[0027] Specifically, when the vehicle is in a crosswind area and is subjected to a crosswind and the vehicle satisfies an activation condition, a driving scene in which the vehicle is located is determined, such as a braking scene, a coasting scene, a constant speed scene, and an accelerating scene.

[0028] In combination with Figure 12 As shown in the table, exemplary driving scenes divided by the driving scene identification module are as follows: Table 1: Driving scene classification

[0029] Wherein “—” indicates that the scene definition is irrelevant to the item.

[0030] Driving scene 1 is a braking scene, the driver steps on the brake pedal, the brake system works, and the vehicle starts to decelerate; driving scene 2 is a coasting braking deceleration scene, the driver does not step on the brake pedal and the accelerator pedal, and the battery is not fully charged, the coasting energy recovery function is turned on, and the vehicle is electrically braked by the negative torque provided by the motor; driving scene 3 is a coasting deceleration scene, the battery is fully charged, and the coasting energy recovery does not work, and the vehicle normally coasts; driving scene 4 is a constant speed scene or an accelerating scene, the driver steps on the accelerator pedal, and the power system outputs driving force.

[0031] Wherein whether the vehicle is subjected to a crosswind can be detected in the following manner: the vehicle reference yaw rate is calculated based on a two-degree-of-freedom reference model according to the vehicle steering wheel angle, and when subjected to a crosswind, the deviation between the calculated vehicle reference yaw rate and the actual yaw rate is calculated, and if the deviation is greater than a preset value, it is considered that the vehicle is subjected to a crosswind (the information that the vehicle will encounter a crosswind or the crosswind control is turned on is synchronously given to the driver in Chinese or icon).

[0032] S200: performing a corresponding crosswind adjustment strategy on the vehicle according to the driving scene, wherein the crosswind adjustment strategy comprises at least one of braking force distribution, motor negative torque vector distribution, driving torque vector distribution, rear wheel steering adjustment, and suspension damping control.

[0033] Specifically, corresponding crosswind adjustment strategies are executed on the vehicle according to driving scenarios, when the vehicle identifies crosswind effect but the driver has no obvious perception, the vehicle can generate a yaw moment opposite to the crosswind disturbance moment on the basis of executing the driver's intention, for example, the crosswind adjustment is realized by brake force distribution, motor negative torque vector distribution, drive torque vector distribution, rear wheel steering adjustment and suspension damping control (mandatory), different adjustment methods are adopted for crosswind disturbance under different driving scenarios, which avoids the risk caused by vehicle braking when the driver has not indicated braking intention, effectively reduces the influence of control intervention on the driver under the premise of not violating the driving intention, and improves the vehicle crosswind stability.

[0034] Among them, for suspension damping control, if the suspension damping control remains in the pre-adjustment link, the suspension damping control does not need to be reactivated in the feedback adjustment link.

[0035] In related technologies, there is a lack of differentiated response mechanism for crosswind disturbance under different driving operation scenarios. The embodiment can perform corresponding crosswind adjustment on the vehicle according to driving scenarios, that is, design differentiated control strategies for different driving scenarios, for example, divide driving scenarios based on accelerator pedal, brake pedal and battery power signals, and use differentiated control strategies for each type of driving scenario, thereby improving the fineness, effectiveness and driving experience of control.

[0036] In the embodiment, when the vehicle is affected by actual crosswind, the driving scenario in which the vehicle is located is determined, for example, braking scenario, coasting scenario, constant speed scenario and acceleration scenario, and then corresponding crosswind adjustment strategies are executed on the vehicle according to the driving scenario, for example, at least one of brake force distribution, motor negative torque vector distribution, drive torque vector distribution and rear wheel steering adjustment, and suspension damping control. Differentiated control strategies can be designed for different driving scenarios, which not only improves the interference suppression effect, but also avoids the problem that the driver may be nervous, panic and the like caused by control intervention inconsistent with the driving intention, thereby improving the vehicle crosswind stability and driving safety.

[0037] Optionally, the determining the driving scenario in which the vehicle is located comprises: dividing the driving scenario according to a driving condition parameter of the vehicle, the driving condition parameter comprising an accelerator pedal signal and a brake pedal signal, and the dividing the driving scenario according to the driving condition parameter of the vehicle comprises: S110: When the brake pedal signal is detected, determining that the driving scenario is the braking scenario.

[0038] Specifically, as shown in Figure 2 , the driver steps on the brake pedal (including the case of stepping on the brake pedal alone and the case of stepping on the accelerator pedal and the brake pedal at the same time due to misoperation), the brake system works, and the vehicle starts to decelerate. At this time, the driving scenario is the braking scenario.

[0039] S120: determining that the driving scene is the coasting scene when the accelerator pedal signal is not detected and the brake pedal signal is not detected.

[0040] Specifically, in combination with Figure 2 As shown in the figure, the driver does not step on the brake pedal and the accelerator pedal, at this time, the driving scene is the coasting scene.

[0041] S130: determining that the driving scene is the constant speed scene or the accelerating scene when the accelerator pedal signal is detected and the brake pedal signal is not detected.

[0042] Specifically, in combination with Figure 2 As shown in the figure, the driver steps on the accelerator pedal, and the power system outputs driving force, at this time, the driving scene is the constant speed scene or the accelerating scene.

[0043] In the optional embodiment, the current driving scene of the vehicle is identified according to the accelerator pedal signal and the brake pedal signal, so that a targeted crosswind control strategy can be matched, and the lack of adaptability or false intervention caused by a unified control strategy can be avoided.

[0044] Optionally, the driving condition parameter further includes a battery power signal, and after the driving scene is determined to be the coasting scene, the method further includes: S121: determining that the coasting scene is an energy recovery motor intervention scene when it is detected that the battery power is not full.

[0045] Specifically, in combination with Figure 3 As shown in the figure, the driver does not step on the brake pedal and the accelerator pedal, and the battery power is not full, the coasting energy recovery function is started, the vehicle is electrically braked by the negative torque provided by the motor, at this time, the driving scene is the energy recovery motor intervention scene.

[0046] S122: determining that the coasting scene is an energy recovery motor non-intervention scene when it is detected that the battery power is full.

[0047] Specifically, in combination with Figure 3 As shown in the figure, the driver does not step on the brake pedal and the accelerator pedal, and the battery power is full, the coasting energy recovery function is not working, the vehicle is normally coasting, at this time, the driving scene is the energy recovery motor non-intervention scene.

[0048] In the optional embodiment, the current driving scene of the vehicle is identified according to the accelerator pedal signal, the brake pedal signal and the battery power signal, so that a targeted crosswind control strategy can be matched, and the lack of adaptability or false intervention caused by a unified control strategy can be avoided.

[0049] Optionally, the executing a corresponding crosswind adjustment strategy on the vehicle according to the driving scene includes: S210: when the driving scene is the braking scene, increasing the braking force of the windward side wheel, decreasing the braking force of the leeward side wheel, and increasing the suspension damping.

[0050] Specifically, as shown in Figure 4 and Figure 12 , for the braking scene, the active control 1 increases the braking force of the windward side wheel (preferably increases the rear wheel braking force) by four-wheel braking force redistribution, and decreases the braking force of the leeward side wheel.

[0051] S220: when the driving scene is the energy recovery motor intervention scene, increasing the motor negative torque of the windward side wheel and increasing the suspension damping by four-wheel slip recovery torque vector distribution.

[0052] Specifically, as shown in Figure 4 and Figure 12 , for the energy recovery motor intervention scene, the active control 2 increases the motor negative torque of the windward side wheel according to the energy recovery target intensity by four-wheel slip recovery torque vector distribution, and provides yaw moment intervention by regenerative braking; preferentially increases the negative torque of the windward side rear wheel, and if the additional yaw moment generated at this time is not enough to correct the vehicle body attitude, increases the recovery negative torque of the windward side front wheel.

[0053] S230: when the driving scene is the energy recovery motor non-intervention scene, determining the correction yaw moment according to the yaw deviation, controlling the rear axle steering motor to turn downward according to the correction yaw moment, and increasing the suspension damping.

[0054] Specifically, as shown in Figure 4 and Figure 12 , for the energy recovery motor non-intervention scene, the active control 3 calculates the correction yaw moment according to the yaw deviation, so as to control the rear axle steering motor to turn a certain angle downward according to the correction yaw moment, and generate the correction moment by actively establishing the rear axle lateral force.

[0055] For the angular module architecture vehicle, the side wind disturbance can be suppressed by controlling the rear axle steering motor, and for the vehicle without rear wheel steering, the side wind disturbance can be suppressed by actively steering the front wheel upward.

[0056] S240: when the driving scene is the constant speed scene or the acceleration scene, increasing the drive torque of the leeward side wheel, decreasing the drive torque of the windward side wheel, and increasing the suspension damping.

[0057] Specifically, as shown in Figure 4 and Figure 12 , for the constant speed scene or the acceleration scene, the active control 4 increases the drive torque of the leeward side wheel and decreases the drive torque of the windward side wheel by drive torque vector distribution according to the target torque corresponding to the pedal opening.

[0058] In the above scenarios, the suspension damping can be increased to increase the instantaneous grip of each wheel.

[0059] In this optional embodiment, by refining the specific crosswind control measures in each typical driving scenario, the control accuracy and stability can be effectively improved, and the influence of control intervention on the driver can be effectively reduced without violating the driving intention, thereby reducing the influence on the driving experience.

[0060] Optionally, after the vehicle executes the corresponding crosswind adjustment strategy according to the driving scenario, it further includes: When the vehicle body posture is corrected to the target range and continues for a preset time length or the driver takes over, an auxiliary control mode is activated, wherein the auxiliary control mode includes: switching the steering system to power steering auxiliary control when receiving the driver steering torque.

[0061] Specifically, in combination with Figure 13 As shown in the figure, when the crosswind adjustment lasts for a preset time length (for example, the active control action t d ) or the driver takes over, the crosswind adjustment is exited, and the vehicle is maintained in a straight and stable driving state by the driver steering. The steering system is switched to power steering auxiliary control (i.e., auxiliary control mode) when receiving the driver steering torque. When the vehicle drives away from the crosswind area, the suspension damping is reduced, and the steering assist characteristic is restored to the mode before crosswind stability control.

[0062] Wherein, the auxiliary control mode adjusts the motor assist force, so that the driver is easier to stabilize the vehicle in crosswind. Taking the light (L), medium (N), and heavy (H) steering assist modes as examples, the assist characteristic curves corresponding to each mode are as shown in Figure 9 , wherein T b represents the steering column torque, T p represents the motor assist torque, and the torque sign indicates the direction, with right steering being positive. Under the same steering column torque T b , the motor assist torque T p of the light (L), medium (N), and heavy (H) steering assist modes increases in turn.

[0063] In combination with Figure 10 As shown in the figure, taking the wind area where the vehicle passes through the right side wind as an example, the driver feels the crosswind and turns right to maintain the vehicle body stable. At this time, on the one hand, the right steering assist is adjusted to H mode to facilitate the driver to turn and correct, and on the other hand, the left steering assist is adjusted to L mode to remind the driver to reduce the steering misoperation. For the left wind, the principle is the same, and the left steering assist is adjusted to H mode, and the right steering assist is adjusted to L mode.

[0064] In the optional embodiment, by setting the control exit logic and the auxiliary control mode, when the control duration is too long or the driver's strong intervention is detected, the system can timely reduce the degree of automatic control intervention, help to realize human-machine cooperation, reduce control conflict, enhance the user friendliness and controllability of the system, and improve the overall driving comfort and acceptance.

[0065] Optionally, after the vehicle is executed the corresponding crosswind adjustment strategy according to the driving scene, the method further comprises: when it is detected that the steering wheel angle exceeds a preset angle, the crosswind detection is inhibited.

[0066] Specifically, in combination with Figure 13 As shown in the figure, in the auxiliary control mode, when it is detected that the steering wheel angle exceeds a preset angle (for example, δ thres ), the crosswind detection function is inhibited.

[0067] In the optional embodiment, in the auxiliary control mode, when it is detected that the steering wheel angle exceeds a preset angle, the system inhibits the crosswind detection function, prevents the driver's active operation from being misrecognized as crosswind interference, thereby realizing human-machine cooperation and improving the driving experience and control safety.

[0068] Optionally, the crosswind stability control method further comprises: According to the early warning information, it is identified whether the crosswind area exists in front of the vehicle, and when the crosswind area exists in front of the vehicle and the vehicle meets the activation condition, the vehicle is executed the crosswind pre-adjustment.

[0069] Specifically, in combination with Figure 11 As shown in the figure, in the crosswind pre-control link, according to the early warning information (for example, terrain data, front vehicle data and weather data), it is identified whether the crosswind area exists in front of the vehicle (i.e., in front of the vehicle driving route), when the crosswind area exists in front of the vehicle, the vehicle will enter the crosswind area (crosswind warning), at this time, if the vehicle meets the activation condition (for example, the vehicle is driving straight and the vehicle speed is greater than 70km / h, i.e., V>V thres ), the vehicle is executed the crosswind pre-adjustment, and the crosswind interference resistance of the vehicle is enhanced.

[0070] In the related art, some systems forcibly intervene through braking or active steering when the driver has not yet indicated the braking or steering intention, which may cause abnormal vehicle power response or cause the driver to misoperate. In the embodiment, the control logic is divided into two stages of pre-control and feedback control. The pre-control is based on external early warning information, and the vehicle is prepared for posture through flexible adjustment (such as suspension damping, vehicle body height, rear wheel toe angle) before the vehicle enters the crosswind area, without interfering with the driving behavior. The feedback control only intervenes when the vehicle is indeed under the action of crosswind and meets the activation condition. The control rhythm is more coordinated with the driver's operation, and the problem of conflict with the driver's intention is significantly alleviated.

[0071] In the related art, the estimation is limited by sensor accuracy and environmental interference, and the actual control effect is difficult to guarantee. The embodiment avoids relying on accurate real-time estimation of crosswind speed, and instead uses a warning information recognition mechanism as a trigger basis. For example, whether there is a potential crosswind area is determined by multi-source fusion of terrain data, preceding vehicle data, and weather data. Instead of the existing "whether the wind speed is estimated to exceed the limit", a feedback control link is used to determine whether there is a crosswind solution, thereby avoiding the influence of sensor errors on control.

[0072] In the related art, part of the system activation depends on the recognition of specific road conditions, which is difficult to cover all crosswind interference scenarios. The embodiment identifies crosswind areas based on warning information, such as identifying structural risk areas, preceding vehicle interference areas, and crosswind warning areas based on terrain data, preceding vehicle data, and weather data, respectively, thereby greatly expanding the scenario coverage of crosswind recognition and avoiding reliance on a single feature, such as camera recognition of bridges, etc.

[0073] In the optional embodiment, by applying a control strategy combining pre-control and feedback control to the crosswind stability control process, the vehicle body posture and dynamic performance can be optimized and adjusted in advance through warning information when the vehicle has not yet entered the crosswind area, realizing feedforward resistance to crosswind interference. Not only can the influence of sensor errors on control be avoided, but the scenario coverage of crosswind recognition can also be greatly expanded.

[0074] Optionally, the warning information includes terrain data, preceding vehicle data, and weather data, and the identification of whether there is a crosswind area in front of the vehicle according to the warning information includes: S010: Determine whether there is a crosswind sensitive terrain in front of the vehicle according to the terrain data, and when there is a crosswind sensitive terrain in front of the vehicle, mark the area corresponding to the crosswind sensitive terrain as a structural risk area. The crosswind sensitive terrain includes at least one of a bridge, an elevated bridge, a tunnel exit, or an open terrain.

[0075] Specifically, as shown in Figure 5 and Figure 11 , the current position information and driving path of the vehicle are obtained, the high-precision map data is queried through the vehicle-mounted navigation system, and the terrain data within a predetermined distance range (target area, such as 500-2000 meters) in front of the vehicle is analyzed. If one of the following crosswind sensitive terrains exists within the range: bridge, elevated bridge, tunnel exit, open terrain, etc., the area corresponding to the crosswind sensitive terrain is marked as a structural risk area.

[0076] S020: Determine whether the preceding vehicle is affected by crosswind according to the preceding vehicle data, and when the preceding vehicle is affected by crosswind, mark the area where the preceding vehicle is affected by crosswind as a preceding vehicle interference area.

[0077] Specifically, in combination withFigure 5 and Figure 11 As shown, the system obtains the operating status data of the vehicle ahead on the current vehicle's driving route through the vehicle-to-everything (V2X) or cloud platform interface. For example, it can detect whether the stability control system is activated, whether the vehicle ahead exhibits crosswind characteristics such as trajectory deviation, sharp turning, or abnormal yaw rate. If the vehicle ahead is affected by crosswinds on the same road section, the area affected by the crosswinds is determined to be the interference area of ​​the vehicle ahead.

[0078] S030: Determine whether there is a crosswind warning ahead of the vehicle based on the weather data. When there is a crosswind warning ahead of the vehicle, mark the area corresponding to the crosswind warning as the crosswind warning area.

[0079] Specifically, in combination Figure 5 and Figure 11 As shown, the system can acquire real-time meteorological data of the vehicle's current location and the road area ahead, such as real-time wind speed and direction, weather forecast data for the area in the next 5 to 10 minutes, and whether there are any gale warnings or gust warnings issued by the meteorological station. When there is a crosswind warning ahead of the vehicle, the area corresponding to the crosswind warning is marked as the crosswind warning area.

[0080] S040: Determine whether the crosswind area exists in front of the vehicle based on the structural risk area, the vehicle interference area ahead, and the crosswind warning area.

[0081] Specifically, in combination Figure 5 and Figure 11 As shown, for example, when the target area in front of the vehicle satisfies at least two of the following: a structural risk area, a forward vehicle interference area, and a crosswind warning area, it indicates that a crosswind area exists in front of the vehicle. Even when map and meteorological data are unavailable, if the target area only satisfies the forward vehicle interference area, it can still be considered that a crosswind area exists in front of the vehicle. Alternatively, a weighted scoring method can be used to determine crosswind risk. The three criteria are scored separately, and then a weighted sum or weighted average of the three scores is used to obtain the final score. When the final score exceeds a set threshold, a crosswind area is determined to exist in front. This pre-control method, which combines navigation, cloud data, and weather data for crosswind detection, predicts crosswind scenarios over a wider range and pre-controls vehicles predicted to be entering crosswind zones. This enhances the vehicle's resistance to crosswind interference and avoids the problem of insufficient crosswind scenario coverage caused by relying solely on navigation and camera-based bridge and road condition identification.

[0082] In this optional embodiment, by fusing three types of information—terrain, the vehicle ahead, and weather—multi-dimensional perception and cross-verification of crosswind areas are achieved, avoiding judgment errors or missed detections caused by a single information source, and significantly improving the accuracy of crosswind identification.

[0083] Optionally, the side wind pre-adjustment of the vehicle comprises at least one of lowering the vehicle height, increasing the suspension damping, and controlling the rear wheel steering motor to generate a positive toe-in angle.

[0084] Specifically, taking a vehicle based on an angular module architecture as an example, the angular module integrates the drive-by-wire, steer-by-wire, brake-by-wire, and suspension-by-wire at the wheel end, so that the vehicle has the characteristics of four-wheel independent drive and four-wheel independent steering full decoupling, and can realize the functions of four-wheel independent drive, four-wheel independent braking, and four-wheel independent steering; when the vehicle is pre-adjusted for side wind, the vehicle height can be lowered by using an air suspension with load leveling or a fully active suspension to avoid the vehicle body swaying in the wind and reduce the interference of the side wind on the vehicle body stability, the suspension damping can be increased to reduce the roll change of the vehicle body when the side wind acts, and the two rear wheel steering motors can be controlled to generate a positive toe-in angle to generate a yaw moment to suppress the vehicle body yaw when the side wind interferes, thereby improving the straight-line stability of the vehicle.

[0085] In this optional embodiment, before the vehicle enters a high-risk area of side wind, the vehicle height is actively lowered, the suspension damping is increased, or the rear wheel toe-in angle is adjusted, so that the wind disturbance arm is effectively reduced, the tire adhesion is improved, or the correction moment against yaw is generated, so that the vehicle has stronger resistance to side wind, and the attitude stability and anti-interference ability of the vehicle are improved.

[0086] Optionally, the side wind stability control method further comprises: S001: determining whether the vehicle is straight driving according to the vehicle yaw rate signal and the steering wheel angle signal.

[0087] Specifically, as shown in Figure 6 , it is determined whether the vehicle is straight driving according to the vehicle yaw rate signal and the steering wheel angle signal, for example, when the yaw rate is lower than 0.05 rad / s, the vehicle is considered to be in a stable state, and when the steering wheel angle is lower than ±2°, the vehicle is considered to be in a straight driving state.

[0088] When determining whether the vehicle is straight driving, the lane line signal recognized by the camera can also be used for judgment.

[0089] S002: determining the vehicle speed according to the longitudinal vehicle speed signal, and determining the size of the vehicle speed and the vehicle speed threshold.

[0090] Specifically, as shown in Figure 6 , taking 70km / h as an example of the vehicle speed threshold, when the vehicle speed is greater than 70km / h, it is considered to satisfy the precondition of the activation condition.

[0091] S003: when the vehicle is straight driving and the vehicle speed is greater than the vehicle speed threshold, it is determined that the vehicle satisfies the activation condition.

[0092] Specifically, in combination with Figure 6 As shown in the figure, when the vehicle keeps straight and the vehicle speed is greater than 70km / h, it is determined that the vehicle meets the activation condition.

[0093] Among them, by introducing the judgment of whether the vehicle keeps straight, the driving conditions in the steering process or the line changing state can be excluded, in these driving conditions, the vehicle itself has a yaw rate, the steering wheel angle may be large, which interferes with the crosswind posture judgment, and if the control system intervenes at this time, it is easy to conflict with the driver's intention, causing miscontrol or danger.

[0094] In this optional embodiment, the judgment mechanism of whether the vehicle keeps straight and the current speed of the vehicle is introduced as the activation condition of the crosswind control strategy, which can effectively filter unnecessary control intervention and avoid mis-triggering intervention of the vehicle at low speed or in non-straight state.

[0095] As Figure 7 As shown in the figure, the crosswind stability control device 700 provided by the embodiment of the application comprises: The first module 710 is configured to determine a driving scene of the vehicle when the vehicle is in the crosswind area and is affected by the crosswind and the vehicle meets the activation condition, wherein the driving scene comprises at least one of a braking scene, a coasting scene, a constant speed scene and an acceleration scene. The second module 720 is configured to execute a corresponding crosswind adjustment strategy on the vehicle according to the driving scene, wherein the crosswind adjustment strategy comprises at least one of braking force distribution, motor negative torque vector distribution, driving torque vector distribution and rear wheel steering adjustment, and suspension damping control.

[0096] As Figure 8 As shown in the figure, the electronic device 800 provided by the embodiment of the application comprises a memory 820 and a processor 810; the memory 820 is configured to store a computer program; the processor 810 is configured to implement the crosswind stability control method as described above when executing the computer program.

[0097] Alternatively, an electronic device 800 comprises a memory 820 and a processor 810 coupled to the memory 820; the memory 820 is configured to store a computer program; the processor 810 is configured to execute the following operations when executing the computer program: When the vehicle is in the crosswind area and is affected by the crosswind and the vehicle meets the activation condition, determine the driving scene of the vehicle, wherein the driving scene comprises at least one of a braking scene, a coasting scene, a constant speed scene and an acceleration scene. According to the driving scene, a corresponding crosswind adjustment strategy is executed on the vehicle, wherein the crosswind adjustment strategy comprises at least one of brake force distribution, motor negative torque vector distribution, drive torque vector distribution, rear wheel steering adjustment, and suspension damping control.

[0098] The embodiment of the present application provides a computer readable storage medium, and the storage medium stores a computer program. When the computer program is executed by a processor, the side wind stability control method is realized.

[0099] Alternatively, a non-volatile computer readable storage medium stores a computer program. When the computer program is executed by a processor, the processor executes the following operations: When the vehicle is in a side wind area and is affected by side wind and the vehicle meets an activation condition, a driving scene in which the vehicle is located is determined, wherein the driving scene comprises at least one of a braking scene, a coasting scene, a constant speed scene and an accelerating scene; According to the driving scene, a corresponding crosswind adjustment strategy is executed on the vehicle, wherein the crosswind adjustment strategy comprises at least one of brake force distribution, motor negative torque vector distribution, drive torque vector distribution, rear wheel steering adjustment, and suspension damping control.

[0100] An electronic device 800 that can be a server or a client of the present application will now be described, which is an example of a hardware device that can be applied to aspects of the present application. The electronic device 800 is intended to represent various forms of digital electronic computer devices, such as laptops, desktops, tablets, personal digital assistants, servers, blade servers, mainframes, and other appropriate computer devices. The electronic device 800 can also represent various forms of mobile devices, such as personal digital processors, cellular telephones, smartphones, wearable devices, and other like computing devices. The components shown here, their connections, and their functions, as described herein, are meant to be examples only, and are not intended to limit the implementations of the present application described and / or claimed herein.

[0101] The electronic device 800 includes a computing unit that can perform various appropriate actions and processes in accordance with a computer program stored in a read-only memory (ROM) or a computer program loaded into a random access memory (RAM) from a storage unit. In the RAM, various programs and data required for device operation can also be stored. The computing unit, the ROM, and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0102] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by a computer program instructing relevant hardware, and the program can be stored in a computer readable storage medium. When the program is executed, the program can include the processes of the above-mentioned embodiment methods. The storage medium can be a magnetic disc, an optical disc, a read-only memory (ROM), a random access memory (RAM), or the like. In this application, the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or they can be distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment of the present application. In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically independently, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0103] Although the present application is disclosed as above, the protection scope of the present application is not limited to this. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present application, and these changes and modifications will fall within the protection scope of the present application.

Claims

1. A method for crosswind stability control, characterized in that, include: When a vehicle is in a crosswind area and is affected by crosswinds and the vehicle meets the activation conditions, the driving scenario in which the vehicle is located is determined, wherein the driving scenario includes at least one of braking scenario, coasting scenario, constant speed scenario and acceleration scenario. The vehicle executes a corresponding crosswind adjustment strategy according to the driving scenario, wherein the crosswind adjustment strategy includes at least one of braking force distribution, motor negative torque vector distribution, drive torque vector distribution and rear wheel steering adjustment, as well as suspension damping control.

2. The crosswind stability control method according to claim 1, characterized in that, Determining the driving scenario of the vehicle includes: classifying the driving scenario based on the vehicle's driving condition parameters, wherein the driving condition parameters include accelerator pedal signals and brake pedal signals, and classifying the driving scenario based on the vehicle's driving condition parameters includes: When the brake pedal signal is detected, the driving scenario is determined to be the braking scenario; When neither the accelerator pedal signal nor the brake pedal signal is detected, the driving scenario is determined to be the coasting scenario. When the accelerator pedal signal is detected but the brake pedal signal is not detected, the driving scenario is determined to be either the constant speed scenario or the acceleration scenario.

3. The crosswind stability control method according to claim 2, characterized in that, The driving condition parameters also include the battery charge signal. After determining that the driving scenario is the coasting scenario, the following is also included: When the battery is detected to be low, the gliding scenario is determined to be an energy recovery motor intervention scenario; When the battery is detected to be fully charged, the gliding scenario is determined to be a scenario where the energy recovery motor is not engaged.

4. The crosswind stability control method according to claim 3, characterized in that, The step of implementing a corresponding crosswind adjustment strategy for the vehicle based on the driving scenario includes: When the driving scenario is the braking scenario, increase the braking force of the wheels on the windward side, decrease the braking force of the wheels on the leeward side, and increase the suspension damping. When the driving scenario is the scenario in which the energy recovery motor intervenes, the motor negative torque of the windward side wheel is increased and the suspension damping is increased through the four-wheel coasting torque recovery vector distribution; When the driving scenario is one in which the energy recovery motor is not engaged, the corrected yaw moment is determined based on the yaw deviation, and the rear axle steering motor is controlled to turn downwind based on the corrected yaw moment, and the suspension damping is increased. When the driving scenario is a constant speed scenario or an acceleration scenario, the driving torque of the leeward side wheel is increased, the driving torque of the windward side wheel is decreased, and the suspension damping is increased.

5. The crosswind stability control method according to claim 1, characterized in that, After implementing the corresponding crosswind adjustment strategy for the vehicle based on the driving scenario, the method further includes: When the vehicle body posture is corrected to the target range and continues for a preset time or when the driver takes over, the auxiliary control mode is activated. The auxiliary control mode includes: when the driver's steering torque is received, the steering system is switched to power steering auxiliary control.

6. The crosswind stability control method according to claim 5, characterized in that, After implementing the corresponding crosswind adjustment strategy for the vehicle according to the driving scenario, the method further includes: suppressing crosswind detection when the steering wheel angle is detected to exceed a preset angle.

7. The crosswind stability control method according to claim 1, characterized in that, Also includes: Based on the warning information, the system identifies whether the crosswind area exists in front of the vehicle. When the crosswind area exists in front of the vehicle and the vehicle meets the activation conditions, the system performs crosswind pre-adjustment on the vehicle.

8. The crosswind stability control method according to claim 7, characterized in that, The warning information includes terrain data, vehicle data ahead, and weather data. Identifying whether there is a crosswind area ahead of the vehicle based on the warning information includes: Based on the terrain data, determine whether there is crosswind-sensitive terrain in front of the vehicle. When there is crosswind-sensitive terrain in front of the vehicle, mark the area corresponding to the crosswind-sensitive terrain as a structural risk area. The crosswind-sensitive terrain includes at least one of bridges, viaducts, tunnel exits, or open terrain. Based on the data of the preceding vehicle, it is determined whether the preceding vehicle is affected by crosswinds. When the preceding vehicle is affected by crosswinds, the area where the preceding vehicle is affected by crosswinds is marked as the preceding vehicle interference area. Based on the weather data, determine whether there is a crosswind warning ahead of the vehicle. When there is a crosswind warning ahead of the vehicle, mark the area corresponding to the crosswind warning as the crosswind warning area. The presence of the crosswind area in front of the vehicle is determined based on the structural risk area, the preceding vehicle interference area, and the crosswind warning area.

9. The crosswind stability control method according to claim 7, characterized in that, The crosswind pre-adjustment of the vehicle includes performing at least one of the following: lowering the vehicle height, increasing the suspension damping, and controlling the rear wheel steering motor to generate a positive toe angle.

10. The crosswind stability control method according to any one of claims 1 to 9, characterized in that, Also includes: Determine whether the vehicle is going straight based on the vehicle yaw rate signal and the steering wheel angle signal; The vehicle speed is determined based on the longitudinal vehicle speed signal, and the vehicle speed is compared with the vehicle speed threshold. When a vehicle continues to travel in a straight line and its speed is greater than the speed threshold, the vehicle is determined to meet the activation condition.

11. A crosswind stability control device, characterized in that, include: The first module is used to determine the driving scenario of the vehicle when the vehicle is in a crosswind area and is affected by crosswinds and the vehicle meets the activation conditions. The driving scenario includes at least one of braking scenario, coasting scenario, constant speed scenario and acceleration scenario. The second module is used to execute a corresponding crosswind adjustment strategy for the vehicle according to the driving scenario. The crosswind adjustment strategy includes at least one of braking force distribution, motor negative torque vector distribution, drive torque vector distribution and rear wheel steering adjustment, as well as suspension damping control.

12. An electronic device, characterized in that, Including memory and processor; The memory is used to store computer programs; The processor is configured to implement the crosswind stability control method as described in any one of claims 1 to 10 when executing the computer program.

13. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the crosswind stability control method as described in any one of claims 1 to 10.

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