A crosswind stability control method and device, electronic equipment and storage medium

Abstract

The application provides a crosswind stability control method and device, electronic equipment and storage medium, and relates to the technical field of vehicles. The method comprises the following steps: when a vehicle is in a crosswind area and is affected by crosswind and the vehicle meets an activation condition, determining a 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 accelerating scene; and 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 and rear wheel steering adjustment, and suspension damping control. The application can match different driving scenes with different control strategies, thereby improving the interference suppression effect, avoiding the problem that the control intervention inconsistent with the driving intention may cause the driver to be nervous and panic, and improving the crosswind stability and driving safety of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a crosswind stability control method, device, electronic device, and storage medium. Background Technology

[0002] With the continuous improvement of vehicle intelligence, vehicle safety control systems are playing an increasingly important role in dealing with complex driving environments. Crosswind stability control system, as an advanced driver assistance function that improves high-speed driving safety, is mainly used to automatically intervene and control the vehicle when it encounters sudden strong lateral winds (such as gusts caused by terrain such as bridges, highway tunnel exits, and valley wind gaps) to suppress vehicle body deviation, enhance directional stability, and avoid dangers caused by the driver's failure to react in time.

[0003] Existing crosswind stability control systems generally suffer from problems such as a single control strategy, poor adaptability, and unsatisfactory driving experience when dealing with sudden strong lateral wind interference. For example, a single control strategy may lead to forced intervention by braking or active steering before the driver has indicated any intention to brake or steer, which may result in abnormal vehicle power response or driver misoperation, thereby affecting the vehicle's crosswind stability. Summary of the Invention

[0004] The problem addressed by this invention is how to improve the crosswind stability of vehicles.

[0005] To address the aforementioned problems, this invention provides a crosswind stability control method, apparatus, electronic device, and storage medium.

[0006] In a first aspect, the present invention provides a method for crosswind stability control, comprising:

[0007] 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.

[0008] 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.

[0009] Optionally, 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:

[0010] When the brake pedal signal is detected, the driving scenario is determined to be the braking scenario;

[0011] When neither the accelerator pedal signal nor the brake pedal signal is detected, the driving scenario is determined to be the coasting scenario.

[0012] 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.

[0013] Optionally, the driving condition parameters further include a battery charge signal, and after determining that the driving scenario is the coasting scenario, the method further includes:

[0014] When the battery is detected to be low, the gliding scenario is determined to be an energy recovery motor intervention scenario;

[0015] 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.

[0016] Optionally, the step of implementing a corresponding crosswind adjustment strategy for the vehicle based on the driving scenario includes:

[0017] 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.

[0018] 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;

[0019] 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.

[0020] 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.

[0021] Optionally, after implementing the corresponding crosswind adjustment strategy for the vehicle based on the driving scenario, the method further includes:

[0022] 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.

[0023] Optionally, 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.

[0024] Optionally, the crosswind stability control method further includes:

[0025] 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.

[0026] Optionally, the warning information includes terrain data, preceding vehicle data, and weather data, and the step of identifying whether there is a crosswind area in front of the vehicle based on the warning information includes:

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] Optionally, the crosswind pre-adjustment of the vehicle includes performing at least one of lowering the vehicle height, increasing the suspension damping, and controlling the rear wheel steering motor to generate a positive toe angle.

[0032] Optionally, the crosswind stability control method further includes:

[0033] Determine whether the vehicle is going straight based on the vehicle yaw rate signal and the steering wheel angle signal;

[0034] The vehicle speed is determined based on the longitudinal vehicle speed signal, and the vehicle speed is compared with the vehicle speed threshold.

[0035] 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.

[0036] In a second aspect, the present invention provides a crosswind stability control device, comprising:

[0037] 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.

[0038] 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.

[0039] Thirdly, the present invention provides an electronic device, including a memory and a processor;

[0040] The memory is used to store computer programs;

[0041] The processor is configured to implement the crosswind stability control method as described in the first aspect when executing the computer program.

[0042] Fourthly, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the crosswind stability control method as described in the first aspect.

[0043] The beneficial effects of the crosswind stability control method of the present invention are as follows: when a vehicle is affected by actual crosswinds, the driving scenario in which the vehicle is located is determined, such as braking scenario, coasting scenario, constant speed scenario and acceleration scenario. Then, according to the driving scenario, the corresponding crosswind adjustment strategy is executed on the vehicle, such as 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. Differentiated control strategies can be designed to match different driving scenarios, which not only improves the interference suppression effect, but also avoids problems such as driver tension and panic that may be caused by control intervention that is inconsistent with the driving intention, thereby improving the vehicle's crosswind stability and driving safety. Attached Figure Description

[0044] Figure 1 This is a flowchart illustrating the crosswind stability control method according to an embodiment of the present invention;

[0045] Figure 2 This is a schematic diagram of the process for classifying driving scenarios according to an embodiment of the present invention. Figure 1 ;

[0046] Figure 3 This is a schematic diagram of the process for classifying driving scenarios according to an embodiment of the present invention. Figure 2 ;

[0047] Figure 4 This is a schematic diagram of the process for implementing the crosswind regulation strategy according to an embodiment of the present invention;

[0048] Figure 5 This is a schematic diagram of the crosswind area identification process according to an embodiment of the present invention;

[0049] Figure 6 This is a schematic diagram of the activation condition determination process according to an embodiment of the present invention;

[0050] Figure 7 This is a system architecture diagram of the crosswind stability control device according to an embodiment of the present invention;

[0051] Figure 8 This is a system architecture diagram of an electronic device according to an embodiment of the present invention;

[0052] Figure 9 This is a schematic diagram of the motor steering assist characteristic curve according to an embodiment of the present invention;

[0053] Figure 10 This is a schematic diagram of the right-side wind steering assist characteristic curve according to an embodiment of the present invention;

[0054] Figure 11 This is a schematic diagram of the crosswind pre-adjustment process according to an embodiment of the present invention;

[0055] Figure 12 This is a schematic diagram of the crosswind feedback control process according to an embodiment of the present invention;

[0056] Figure 13 This is a schematic diagram of the control switching logic in an embodiment of the present invention. Detailed Implementation

[0057] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0058] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0059] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based 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"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0060] It should be noted that the terms "one" and "more" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0061] The names of the messages or information exchanged between the multiple devices in the embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of these messages or information.

[0062] like Figure 1 As shown in the figure, an embodiment of the present invention provides a crosswind stability control method, comprising:

[0063] S100: When the 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.

[0064] Specifically, 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, such as braking scenario, coasting scenario, constant speed scenario, and acceleration scenario.

[0065] Among them, combined Figure 12 As shown, the driving scene recognition module divides the driving scene into the following exemplary scenarios:

[0066] Table 1 Classification of Driving Scenarios

[0067]

[0068] In this context, "—" indicates that the scenario definition is unrelated to this item.

[0069] Driving scenario 1 is the braking scenario, where the driver presses the brake pedal, the braking system engages, and the vehicle begins to decelerate; Driving scenario 2 is the coasting braking deceleration scenario, where the driver does not press the brake pedal or accelerator pedal and the battery is not fully charged, the coasting energy recovery function is activated, and the vehicle uses the negative torque provided by the motor for electric braking; Driving scenario 3 is the coasting deceleration scenario, where the battery is fully charged, coasting energy recovery is not activated, and the vehicle coasts normally; Driving scenario 4 is the constant speed or acceleration scenario, where the driver presses the accelerator pedal, and the power system outputs driving force.

[0070] The method for detecting whether a vehicle is affected by crosswinds is as follows: Calculate the vehicle's reference yaw rate based on a two-degree-of-freedom reference model according to the steering wheel angle. When crosswinds are present, calculate the deviation between the vehicle's reference yaw rate and the actual yaw rate. If the deviation is greater than a preset value, it is considered that the vehicle is affected by crosswinds (the information of encountering crosswinds or crosswind control activation will be synchronized to the driver in the form of text or icons).

[0071] S200: Execute a corresponding crosswind adjustment strategy for the vehicle 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.

[0072] Specifically, the vehicle executes corresponding crosswind adjustment strategies based on the driving scenario. When the vehicle detects the effect of crosswind but the driver does not perceive it clearly, the vehicle can generate a yaw moment opposite to the crosswind interference moment based on the driver's intention. For example, crosswind adjustment can be achieved through braking force distribution, motor negative torque vector distribution, drive torque vector distribution, rear wheel steering adjustment, and suspension damping control (mandatory). By using different adjustment methods for crosswind interference in different driving scenarios, the risk caused by vehicle braking when the driver has not indicated braking intention is avoided. Without violating the driving intention, the impact of control intervention on the driver is effectively reduced, and the vehicle's crosswind stability is improved.

[0073] Specifically, for suspension damping control, if the suspension damping control remains active during the pre-adjustment phase, then it is not necessary to reactivate the suspension damping control during the feedback adjustment phase.

[0074] In related technologies, there is a lack of differentiated response mechanisms to crosswind interference under different driving operation scenarios. This embodiment can adjust the vehicle's crosswind according to the driving scenario, that is, design differentiated control strategies for different driving scenarios. For example, driving scenarios are divided based on accelerator pedal, brake pedal, and battery power signals, and a differentiated control strategy is adopted for each type of driving scenario, thereby improving the precision, effectiveness and driving experience of the control.

[0075] In this embodiment, when the vehicle is affected by actual crosswinds, the driving scenario in which the vehicle is located is determined, such as braking scenario, coasting scenario, constant speed scenario, and acceleration scenario. Then, according to the driving scenario, the corresponding crosswind adjustment strategy is executed on the vehicle, such as 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. Differentiated control strategies can be designed to match different driving scenarios, which not only improves the interference suppression effect, but also avoids problems such as driver tension and panic that may be caused by control intervention that is inconsistent with the driving intention, thereby improving the vehicle's crosswind stability and driving safety.

[0076] Optionally, 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:

[0077] S110: When the brake pedal signal is detected, the driving scenario is determined to be the braking scenario.

[0078] Specifically, in combination Figure 2 As shown, when the driver presses the brake pedal (including pressing the brake pedal alone or the accidental pressing of the accelerator and brake pedals simultaneously), the braking system engages and the vehicle begins to decelerate. This driving scenario is a braking scenario.

[0079] S120: When neither the accelerator pedal signal nor the brake pedal signal is detected, the driving scenario is determined to be the coasting scenario.

[0080] Specifically, in combination Figure 2 As shown, the driver is not pressing the brake pedal or the accelerator pedal, and the driving scenario is a coasting scenario.

[0081] S130: 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.

[0082] Specifically, in combination Figure 2 As shown, when the driver presses the accelerator pedal, the power system outputs driving force, and the driving scenario is either a constant speed scenario or an acceleration scenario.

[0083] In this optional embodiment, the current driving scenario of the vehicle is identified based on the accelerator pedal signal and the brake pedal signal, thereby matching a targeted crosswind control strategy and avoiding insufficient adaptability or erroneous intervention caused by a uniform control strategy.

[0084] Optionally, the driving condition parameters further include a battery charge signal, and after determining that the driving scenario is the coasting scenario, the method further includes:

[0085] S121: When the battery power is not fully charged, the gliding scenario is determined to be an energy recovery motor intervention scenario.

[0086] Specifically, in combination Figure 3 As shown, when the driver does not press the brake pedal or accelerator pedal and the battery is not fully charged, the coasting energy recovery function is activated, and the vehicle uses the negative torque provided by the motor to perform electric braking. At this time, the driving scenario is the scenario where the energy recovery motor intervenes.

[0087] S122: 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.

[0088] Specifically, in combination Figure 3 As shown, the driver did not press the brake pedal or accelerator pedal and the battery was fully charged. Coasting energy recovery was not working, and the vehicle coasted normally. This driving scenario is a scenario where the energy recovery motor was not engaged.

[0089] In this optional embodiment, the current driving scenario of the vehicle is identified based on the accelerator pedal signal, brake pedal signal and battery power signal, so that a targeted crosswind control strategy can be matched to avoid insufficient adaptability or misintervention caused by a uniform control strategy.

[0090] Optionally, the step of implementing a corresponding crosswind adjustment strategy for the vehicle based on the driving scenario includes:

[0091] S210: When the driving scenario is the braking scenario, increase the braking force of the windward side wheel, decrease the braking force of the leeward side wheel, and increase the suspension damping.

[0092] Specifically, in combination Figure 4 and Figure 12 As shown, in the braking scenario, Active Control 1 redistributes the braking force of the four wheels, increasing the braking force of the wheels on the windward side (prioritizing the increase of the braking force of the rear wheels) and decreasing the braking force of the wheels on the leeward side.

[0093] S220: 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 by the four-wheel coasting torque recovery vector distribution.

[0094] Specifically, in combination Figure 4 and Figure 12 As shown, in the scenario where the energy recovery motor intervenes, the active control 2 increases the negative torque of the motor on the windward side wheel by distributing the four-wheel sliding recovery torque vector according to the target intensity of energy recovery, and uses regenerative braking to provide yaw torque intervention; it prioritizes increasing the negative torque of the rear wheel on the windward side, and if the additional yaw torque generated at this time is insufficient to correct the vehicle attitude, it increases the recovery negative torque of the front wheel on the windward side.

[0095] S230: When the driving scenario is that the energy recovery motor is not involved, the corrected yaw moment is determined according to the yaw deviation, and the rear axle steering motor is controlled to turn downwind according to the corrected yaw moment, and the suspension damping is increased.

[0096] Specifically, in combination Figure 4 and Figure 12 As shown, in scenarios where the energy recovery motor is not involved, the active control 3 calculates and corrects the yaw torque based on the yaw deviation, and then controls the rear axle steering motor to turn downwind by a certain angle based on the corrected yaw torque, thereby generating the corrected torque by actively establishing the rear axle lateral force.

[0097] For vehicles with a corner modular architecture, crosswind interference can be suppressed by controlling the rear axle steering motor. For vehicles without rear wheel steering, crosswind interference can be suppressed by actively steering the front wheels upwind.

[0098] S240: When the driving scenario is the constant speed scenario or the acceleration scenario, increase the driving torque of the leeward side wheel, decrease the driving torque of the windward side wheel, and increase the suspension damping.

[0099] Specifically, in combination Figure 4 and Figure 12 As shown, for constant speed or acceleration scenarios, the active control 4 increases the driving torque of the leeward wheel and decreases the driving torque of the windward wheel by means of driving torque vector distribution based on the target torque corresponding to the pedal opening.

[0100] In all of the above scenarios, the instantaneous grip of each wheel can be increased by increasing the suspension damping.

[0101] In this optional embodiment, by refining the specific crosswind control measures for each typical driving scenario, the control accuracy and stability can be effectively improved. At the same time, without violating the driving intention, the impact of control intervention on the driver can be effectively reduced, thereby reducing the impact on the driving experience.

[0102] Optionally, after implementing the corresponding crosswind adjustment strategy for the vehicle based on the driving scenario, the method further includes:

[0103] 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.

[0104] Specifically, in combination Figure 13 As shown, when the crosswind adjustment continues for a preset duration (e.g., active control t), d(Duration) or after detecting driver intervention, the crosswind adjustment is discontinued, and the vehicle's straight-line stability is maintained by the driver's steering. After receiving the driver's steering torque, the steering system switches to power steering assist control (i.e., assist control mode). When the vehicle leaves the crosswind zone, the suspension damping is reduced, and the steering assist characteristics are restored to the mode before the crosswind stability control.

[0105] Among them, the auxiliary control mode adjusts the amount of motor assistance to make it easier for the driver to stabilize the vehicle in crosswinds. Taking the light (L), medium (N), and heavy (H) steering assist modes as examples, the assist characteristic curves for each mode are as follows: Figure 9 As shown, T b T represents the steering column torque. p This indicates the motor's assist torque; the sign of the torque indicates the direction, with rightward steering defined as positive. For the same steering column torque T... b Below, the motor assist torque T corresponding to the three steering assist modes: light (L), medium (N), and heavy (H) p Increase sequentially.

[0106] Combination Figure 10 As shown, taking a vehicle passing through a wind zone with a right-side wind as an example, the driver feels the crosswind and turns to the right to maintain vehicle stability. At this time, on the one hand, the right steering assist is adjusted to H mode to facilitate the driver's steering correction and reduce the steering force required to maintain the steering; on the other hand, the left steering assist is adjusted to L mode to remind the driver to reduce steering misoperation. The principle is the same when there is a left-side wind, adjusting the left steering assist to H mode and the right steering assist to L mode.

[0107] In this optional embodiment, by setting control exit logic and auxiliary control mode, when the control duration is too long or strong driver intervention is detected, the system can reduce the degree of automatic control intervention in a timely manner, which helps to achieve human-machine collaboration, reduce control conflicts, enhance the user-friendliness and controllability of the system, and improve the overall driving comfort and acceptability.

[0108] Optionally, 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.

[0109] Specifically, in combination Figure 13 As shown, in the auxiliary control mode, when the steering wheel angle is detected to exceed a preset angle (e.g., δ), thres When crosswind detection is activated, the crosswind detection function is suppressed.

[0110] In this optional embodiment, in the auxiliary control mode, when the steering wheel angle is detected to exceed the preset angle, the system suppresses the crosswind detection function to prevent the driver's active operation from being mistakenly identified as crosswind interference, thereby achieving human-machine collaboration and improving the driving experience and control safety.

[0111] Optionally, the crosswind stability control method further includes:

[0112] 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.

[0113] Specifically, in combination Figure 11 As shown, in the crosswind pre-control phase, the system identifies whether there is a crosswind area in front of the vehicle (i.e., ahead of the vehicle's driving path) based on warning information (such as terrain data, preceding vehicle data, and weather data). When a crosswind area exists in front of the vehicle, the vehicle is about to enter the crosswind zone (crosswind warning). At this time, if the vehicle meets the activation conditions (e.g., the vehicle is traveling straight and the speed is greater than 70 km / h, i.e., V > V), the system will activate the crosswind warning. thres This allows for crosswind pre-adjustment of the vehicle, enhancing its resistance to crosswind interference.

[0114] In related technologies, some systems forcibly intervene by braking or active steering before the driver has indicated any intention to brake or steer, which may lead to abnormal vehicle power response or cause driver misoperation. This embodiment splits the control logic into two stages: pre-control and feedback control. Pre-control is based on external warning information and prepares the vehicle's attitude by making flexible adjustments (such as suspension damping, vehicle height, and rear wheel toe angle) before the vehicle enters the crosswind area, without interfering with driving behavior. Feedback control only intervenes when the vehicle is indeed under crosswind influence and the activation conditions are met. The control rhythm is more coordinated with the driver's operation, significantly alleviating the problem of conflict with the driver's intention.

[0115] In related technologies, estimation is limited by sensor accuracy and environmental interference, making it difficult to guarantee the actual control effect. This embodiment avoids relying on accurate real-time estimation of crosswind speed and instead uses a warning information identification mechanism as the trigger basis. For example, it uses multi-source fusion of terrain data, vehicle data, and weather data to determine whether there is a potential crosswind area. The feedback control loop replaces the existing scheme of "whether the estimated wind speed exceeds the limit" to determine whether there is a crosswind, thereby avoiding the impact of sensor errors on control.

[0116] In related technologies, some system activation relies on the identification of specific road conditions, which makes it difficult to cover all crosswind interference scenarios. This embodiment identifies crosswind areas based on warning information. For example, it identifies structural risk areas, crosswind interference areas, and crosswind warning areas based on terrain data, vehicle data, and weather data, thereby significantly expanding the scenario coverage of crosswind identification and avoiding reliance on a single feature, such as camera identification of bridges.

[0117] In this optional embodiment, by applying a control strategy that combines pre-control and feedback control to the crosswind stability control process, the vehicle body attitude and dynamic performance can be optimized and adjusted in advance through early warning information before the vehicle enters the crosswind area, thereby achieving feedforward resistance to crosswind interference. This not only avoids sensor errors from affecting control, but also significantly expands the scene coverage of crosswind recognition.

[0118] Optionally, the warning information includes terrain data, preceding vehicle data, and weather data, and the step of identifying whether there is a crosswind area in front of the vehicle based on the warning information includes:

[0119] S010: Determine whether there is crosswind-sensitive terrain in front of the vehicle based on the terrain data. 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.

[0120] Specifically, in combination Figure 5 and Figure 11 As shown, the vehicle's current location information and driving path are obtained. High-precision map data is queried through the vehicle navigation system. The terrain data within a preset distance range (target area, such as 500 meters to 2000 meters) in front of the vehicle is analyzed. If one of the following crosswind-sensitive terrains exists within this range: bridges, viaducts, tunnel exits, open terrain, etc., the area corresponding to the crosswind-sensitive terrain is marked as a structural risk area.

[0121] S020: Determine whether the vehicle in front is affected by crosswinds based on the data of the vehicle in front. If the vehicle in front is affected by crosswinds, mark the area where the vehicle in front is affected by crosswinds as the interference area of ​​the vehicle in front.

[0122] Specifically, in combination Figure 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.

[0123] 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.

[0124] Specifically, in combination Figure 5 and Figure 11As 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.

[0125] 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.

[0126] 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.

[0127] 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.

[0128] Optionally, the crosswind pre-adjustment of the vehicle includes performing at least one of lowering the vehicle height, increasing the suspension damping, and controlling the rear wheel steering motor to generate a positive toe angle.

[0129] Specifically, taking a vehicle based on a corner module architecture as an example, the corner module integrates drive-by-wire, steering-by-wire, braking-by-wire, and suspension-by-wire into a single unit located at the wheel end. This gives the vehicle the characteristics of fully decoupled four-wheel independent drive and four-wheel independent steering, enabling functions such as four-wheel independent drive, four-wheel independent braking, and four-wheel independent steering. When performing crosswind pre-adjustment on the vehicle, the vehicle height can be lowered by using an air suspension with load leveling or a fully active suspension to prevent the vehicle from swaying in the wind and reduce the interference of crosswinds on vehicle stability. The suspension damping can also be increased to reduce the roll change of the vehicle when crosswinds are applied, enhance the grip of each wheel, and control the two rear wheel steering motors to generate a positive toe angle to produce a yaw moment that suppresses vehicle yaw when crosswinds interfere, thereby improving the straight-line stability of the vehicle.

[0130] In this optional embodiment, before the vehicle enters a high-risk area for crosswinds, actively lowering the vehicle height, increasing suspension damping, or adjusting the rear wheel toe angle can effectively reduce the wind interference arm, improve tire adhesion, or generate a corrective torque to counteract yaw, thereby giving the vehicle stronger crosswind resistance and improving the vehicle's attitude stability and anti-interference ability.

[0131] Optionally, the crosswind stability control method further includes:

[0132] S001: Determine whether the vehicle is going straight based on the vehicle yaw rate signal and the steering wheel angle signal.

[0133] Specifically, in combination Figure 6 As shown, the vehicle's yaw rate signal and steering wheel angle signal are used to determine whether the vehicle is traveling straight. For example, if the yaw rate is less than 0.05 rad / s, the vehicle can be considered to be in a stable state, and if the steering wheel angle is less than ±2°, the vehicle can be considered to be traveling in a straight line.

[0134] In determining whether a vehicle is going straight, the judgment can also be made by combining the lane line signals identified by the camera.

[0135] S002: Determine the vehicle speed based on the longitudinal vehicle speed signal, and compare the vehicle speed with the vehicle speed threshold.

[0136] Specifically, in combination Figure 6 As shown, taking a vehicle speed threshold of 70km / h as an example, when the vehicle speed is greater than 70km / h, it is considered a prerequisite for meeting the activation condition.

[0137] S003: When the vehicle continues to travel straight and the vehicle speed is greater than the vehicle speed threshold, it is determined that the vehicle meets the activation condition.

[0138] Specifically, in combination Figure 6 As shown, when a vehicle is traveling straight and its speed is greater than 70 km / h, the vehicle is considered to meet the activation conditions.

[0139] By introducing a judgment on whether the vehicle is maintaining a straight driving state, driving conditions during the turning process or lane change can be excluded. In these driving conditions, the vehicle itself has a yaw rate, and the steering wheel angle may be large, interfering with the judgment of crosswind attitude. If the control system forcibly intervenes at this time, it is very easy to conflict with the driver's intention, resulting in miscontrol or danger.

[0140] In this optional embodiment, a mechanism for determining whether the vehicle is maintaining a straight-ahead state and its current speed is introduced as an activation condition for the crosswind control strategy. This can effectively filter out unnecessary control interventions and prevent the vehicle from accidentally triggering interventions when it is traveling at low speeds or not in a straight-ahead state.

[0141] like Figure 7 As shown, an embodiment of the present invention provides a crosswind stability control device 700, comprising:

[0142] The first module 710 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.

[0143] The second module 720 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.

[0144] like Figure 8 As shown, an electronic device 800 provided in this embodiment of the invention includes a memory 820 and a processor 810; the memory 820 is used to store a computer program; the processor 810 is used to implement the crosswind stability control method as described above when the computer program is executed.

[0145] Alternatively, an electronic device 800 includes a memory 820 and a processor 810 coupled to the memory 820; the memory 820 is configured to store a computer program; and the processor 810 is configured to perform the following operations when the computer program is executed:

[0146] 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.

[0147] 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.

[0148] This invention provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the crosswind stability control method described above.

[0149] Alternatively, a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to perform the following operations:

[0150] 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.

[0151] 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.

[0152] The present invention will now be described an electronic device 800 that can serve as a server or client of the present invention, which is an example of a hardware device that can be applied to various aspects of the present invention. Electronic device 800 is intended to represent various forms of digital electronic computer devices, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic device 800 can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0153] Electronic device 800 includes a computing unit that can perform various appropriate actions and processes based on a computer program stored in read-only memory (ROM) or a computer program loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The computing unit, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0154] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc. In this application, the units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of the present invention according to actual needs. Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units can be implemented in hardware or as software functional units.

[0155] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A crosswind stability control method, characterized by, The method comprises the following steps: When the vehicle is in a side wind area and is affected by side wind and the vehicle meets the activation condition, the 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 side wind adjustment strategy is executed on the vehicle, wherein the side wind 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; The step of executing the corresponding side wind adjustment strategy on the vehicle according to the driving scene comprises the following steps: When the driving scene is the braking scene, the brake force of the windward side wheel is increased, the brake force of the leeward side wheel is reduced, and the suspension damping is increased; When the driving scene is the energy recovery motor intervention scene, the four-wheel coasting recovery torque vector distribution is increased, the motor negative torque of the windward side wheel is increased, and the suspension damping is increased; When the driving scene is the energy recovery motor non-intervention scene, the corrected yaw moment is determined according to the yaw deviation, the downwind direction of the rear axle steering motor is controlled according to the corrected yaw moment, and the suspension damping is increased; When the driving scene is the constant speed scene or the accelerating scene, the drive torque of the leeward side wheel is increased, the drive torque of the windward side wheel is reduced, and the suspension damping is increased.

2. The crosswind stability control method of claim 1, wherein, The step of determining the driving scene in which the vehicle is located comprises the following steps: according to the driving condition parameters of the vehicle, the driving scene is divided, the driving condition parameters comprise an accelerator pedal signal and a brake pedal signal, and the driving scene is divided according to the driving condition parameters of the vehicle. When the brake pedal signal is detected, the driving scene is determined to be the braking scene; When the accelerator pedal signal is not detected and the brake pedal signal is not detected, the driving scene is determined to be the coasting scene; When the accelerator pedal signal is detected and the brake pedal signal is not detected, the driving scene is determined to be the constant speed scene or the accelerating scene.

3. The crosswind stability control method of claim 2, wherein, The driving condition parameters further comprise a battery power signal, and after the driving scene is determined to be the coasting scene, the following steps are further included: When it is detected that the battery power is not full, the coasting scene is determined to be the energy recovery motor intervention scene; When it is detected that the battery power is full, the coasting scene is determined to be the energy recovery motor non-intervention scene.

4. The crosswind stability control method of claim 1, wherein, After the corresponding side wind adjustment strategy is executed on the vehicle according to the driving scene, the following steps are further included: When the vehicle body posture is corrected to the target range for a preset time or the driver takes over, an auxiliary control mode is activated, wherein the auxiliary control mode comprises: when the driver steering torque is received, the steering system is switched to the power steering auxiliary control.

5. The crosswind stability control method of claim 4, wherein, After the corresponding side wind adjustment strategy is executed on the vehicle according to the driving scene, the following steps are further included: when it is detected that the steering wheel angle exceeds a preset angle, the side wind detection is inhibited.

6. The crosswind stability control method of claim 1, wherein, The method further comprises the following steps: According to the early warning information, it is identified whether there is the side wind area in front of the vehicle, and when there is the side wind area in front of the vehicle and the vehicle meets the activation condition, the vehicle is pre-adjusted for side wind.

7. The crosswind stability control method of claim 6, wherein, The pre-warning information includes terrain data, preceding vehicle data, and weather data, and the identifying whether a crosswind area exists in front of the vehicle according to the pre-warning information includes: determining whether a crosswind-sensitive terrain exists in front of the vehicle according to the terrain data, and when the crosswind-sensitive terrain exists in front of the vehicle, marking a region corresponding to the crosswind-sensitive terrain as a structural risk region, the crosswind-sensitive terrain including 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 when the preceding vehicle is affected by crosswind, marking a region in which the preceding vehicle is affected by crosswind as a preceding vehicle interference region; determining whether a crosswind warning exists in front of the vehicle according to the weather data, and when the crosswind warning exists in front of the vehicle, marking a region corresponding to the crosswind warning as a crosswind warning region; judging whether the crosswind area exists in front of the vehicle according to the structural risk region, the preceding vehicle interference region, and the crosswind warning region.

8. The crosswind stability control method of claim 6, wherein, The crosswind pre-adjustment of the vehicle includes at least one of lowering a vehicle height, increasing suspension damping, and controlling a rear wheel steering motor to generate a positive toe angle.

9. The crosswind stability control method of any one of claims 1-8, wherein, Further comprising: 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 a size of the vehicle speed and a vehicle speed threshold value; when the vehicle keeps straight driving and the vehicle speed is greater than the vehicle speed threshold value, determining that the vehicle satisfies the activation condition.

10. A crosswind stability control device characterized by, including: a first module configured to determine a driving scene in which the vehicle is located when the vehicle is in a crosswind area affected by crosswind and the vehicle satisfies an activation condition, wherein the driving scene includes 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 includes 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; wherein the execution of the corresponding crosswind adjustment strategy on the vehicle according to the driving scene includes: when the driving scene is the braking scene, increasing a braking force of a windward side wheel, decreasing a braking force of a leeward side wheel, and increasing suspension damping; when the driving scene is an energy recovery motor intervention scene, increasing a motor negative torque of the windward side wheel through four-wheel coasting recovery torque vector distribution, and increasing suspension damping; when the driving scene is an energy recovery motor non-intervention scene, determining a corrected yaw moment according to a yaw deviation, controlling a rear axle steering motor to turn downward according to the corrected yaw moment, and increasing suspension damping; when the driving scene is the constant speed scene or the accelerating scene, increasing a driving torque of the leeward side wheel, decreasing a driving torque of the windward side wheel, and increasing suspension damping.

11. An electronic device, comprising: including 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 any one of claims 1 to 9 when the computer program is executed.

12. A computer-readable storage medium, characterized in that, The storage medium has stored thereon a computer program which, when executed by a processor, implements the crosswind stability control method according to any one of claims 1 to 9.

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