Vehicle crosswind processing method, device and equipment and storage medium

Abstract

The invention belongs to the technical field of vehicle control, and particularly relates to a vehicle crosswind processing method, device and equipment and a storage medium, and the method comprises the steps that the initial pressure difference of the left side and the right side of a vehicle body and vehicle state parameters are obtained, and the vehicle state parameters comprise the vehicle speed and the steering angle; correcting the initial pressure difference according to the vehicle state parameter to obtain a corrected pressure difference; obtaining crosswind action parameters according to the corrected pressure difference, wherein the crosswind action parameters comprise the crosswind speed and / or the crosswind action force of crosswind on the vehicle; and the vehicle is controlled according to the crosswind action parameters, so that crosswind interference is reduced. According to the method, the vehicle body pressure difference is directly monitored, correction is conducted in combination with the vehicle state, real-time and accurate sensing of the crosswind effect is achieved, the limitation that a traditional indirect method is lagged in response, high in cost and insufficient in precision is overcome, and therefore the basis for advanced intervention is provided for a vehicle stability control system, and the vehicle stability control system is improved. And the anti-interference capability of the vehicle under sudden crosswind is effectively enhanced.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of vehicle control, and particularly relates to a vehicle crosswind processing method, device, equipment and storage medium. BACKGROUND

[0002] When a vehicle is driving on an open road section such as a highway, a bridge or a coastal road, it often faces the risk of sudden crosswind interference. Crosswind will directly act on the side surface of the vehicle, generating a lateral deviation force, which causes the vehicle driving track to deviate from the expected route. Especially in windy weather, the crosswind intensity may change sharply in a short time, causing vehicle sideslip, rollover and other traffic accidents.

[0003] In the prior art, the vehicle crosswind sensing system relies on indirect monitoring methods, such as obtaining real-time weather data through a vehicle-mounted weather radar or a positioning system, or calculating crosswind interference based on vehicle body dynamics parameters (such as lateral acceleration and side slip angle). However, these methods have problems such as response lag, high cost or insufficient accuracy, and are difficult to provide real-time warning and active intervention in the sudden crosswind scenario.

[0004] Therefore, there is an urgent need for a more intelligent monitoring method to provide early intervention basis for the vehicle stability control system, thereby improving the driving safety of the vehicle under complex weather conditions. SUMMARY

[0005] To solve the above problems, the application provides a vehicle crosswind processing method, device, equipment and storage medium.

[0006] In a first aspect, the application provides a vehicle crosswind processing method, comprising:

[0007] obtaining an initial pressure difference between the left and right sides of the vehicle body and vehicle state parameters, the vehicle state parameters including vehicle speed and steering angle;

[0008] correcting the initial pressure difference according to the vehicle state parameters to obtain a corrected corrected pressure difference;

[0009] obtaining crosswind action parameters according to the corrected pressure difference, the crosswind action parameters including crosswind speed and / or crosswind lateral force on the vehicle;

[0010] controlling the vehicle according to the crosswind action parameters to reduce crosswind interference.

[0011] In one possible implementation, the correcting the initial pressure difference according to the vehicle state parameters to obtain a corrected corrected pressure difference comprises:

[0012] If the vehicle speed is greater than 0, the initial pressure difference is corrected according to the vehicle speed and the speed correction coefficient to obtain a first pressure difference, wherein the first pressure difference is greater than the initial pressure difference;

[0013] If the vehicle steering angle is not 0, the first pressure difference is corrected according to the steering angle and the steering correction coefficient to obtain a second pressure difference, and the second pressure difference is used as the corrected pressure difference, wherein the second pressure difference is less than the first pressure difference.

[0014] In one possible implementation, obtaining the crosswind effect parameters based on the corrected pressure difference includes:

[0015] The lateral force exerted by the crosswind on the vehicle is obtained based on the corrected pressure difference and the vehicle's side surface area.

[0016] The air density is obtained from the measurement value of the atmospheric pressure sensor, and the crosswind speed is obtained from the air density and the corrected pressure difference.

[0017] In one possible implementation, controlling the vehicle based on the crosswind effect parameters to reduce crosswind interference includes:

[0018] Obtain the target crosswind parameter range to which the crosswind effect parameter belongs;

[0019] Based on the correspondence between the range of crosswind action parameters and crosswind control conditions, the crosswind control conditions corresponding to the target range of crosswind action parameters are obtained.

[0020] The vehicle is controlled according to the crosswind control conditions to reduce crosswind interference.

[0021] In one possible implementation, different ranges of crosswind action parameters correspond to different crosswind control conditions, specifically one of the following:

[0022] The crosswind action parameter indicates a light crosswind, and the crosswind control conditions include outputting a crosswind warning signal to the instrument panel and not triggering active control.

[0023] The crosswind action parameter indicates a moderate crosswind, and the crosswind control conditions include outputting a crosswind warning signal to the instrument panel and outputting a slight intervention signal to the vehicle stability system so that the vehicle stability system applies a first braking force to the wheels.

[0024] The crosswind action parameter indicates severe crosswind, and the crosswind control conditions include outputting an audible and visual warning signal to the instrument panel and a strong intervention signal to the vehicle stability system, so that the vehicle stability system applies a second braking force to the wheels, reduces engine torque, and outputs a hazard avoidance signal to the vehicle navigation system, wherein the second braking force is greater than the first braking force.

[0025] In one possible implementation, if the crosswind control conditions include applying braking force to the wheels, the method further includes:

[0026] The vehicle's lateral acceleration is collected in real time using an inertial measurement unit;

[0027] After applying braking force to the wheel, determine whether the decrease in the absolute value of the lateral acceleration is greater than a preset value. If yes, stop braking the wheel; otherwise, continue braking the wheel until the decrease in the absolute value of the lateral acceleration is less than or equal to the preset value.

[0028] In one possible implementation, obtaining the initial pressure difference between the left and right sides of the vehicle body includes:

[0029] The pressure sensor assembly collects pressure signals from the front and rear sides of the vehicle body in real time.

[0030] The average pressure values ​​on the front and rear sides of the left side of the vehicle are taken as the pressure value on the left side of the vehicle, and the average pressure values ​​on the front and rear sides of the right side of the vehicle are taken as the pressure value on the right side of the vehicle.

[0031] The initial pressure difference is obtained based on the pressure values ​​on the left and right sides of the vehicle body.

[0032] Secondly, this application provides a vehicle crosswind handling device, the device comprising:

[0033] The acquisition module is used to acquire the initial pressure difference between the left and right sides of the vehicle body and vehicle status parameters, including vehicle speed and steering angle.

[0034] The correction module is used to correct the initial pressure difference based on the vehicle state parameters to obtain the corrected pressure difference.

[0035] The processing module is used to obtain crosswind action parameters based on the corrected pressure difference, the crosswind action parameters including crosswind speed and / or the lateral force of the crosswind on the vehicle;

[0036] The control module is used to control the vehicle according to the crosswind parameters to reduce crosswind interference.

[0037] In one possible implementation, the correction module is specifically used for:

[0038] If the vehicle speed is greater than 0, the initial pressure difference is corrected according to the vehicle speed and the speed correction coefficient to obtain a first pressure difference, wherein the first pressure difference is greater than the initial pressure difference;

[0039] If the vehicle steering angle is not 0, the first pressure difference is corrected according to the steering angle and the steering correction coefficient to obtain a second pressure difference, and the second pressure difference is used as the corrected pressure difference, wherein the second pressure difference is less than the first pressure difference.

[0040] In one possible implementation, the processing module is specifically used for:

[0041] The lateral force exerted by the crosswind on the vehicle is obtained based on the corrected pressure difference and the vehicle's side surface area.

[0042] The air density is obtained from the measurement value of the atmospheric pressure sensor, and the crosswind speed is obtained from the air density and the corrected pressure difference.

[0043] In one possible implementation, the control module is specifically used for:

[0044] Obtain the target crosswind parameter range to which the crosswind effect parameter belongs;

[0045] Based on the correspondence between the range of crosswind action parameters and crosswind control conditions, the crosswind control conditions corresponding to the target range of crosswind action parameters are obtained.

[0046] The vehicle is controlled according to the crosswind control conditions to reduce crosswind interference.

[0047] In one possible implementation, different ranges of crosswind action parameters in the control module correspond to different crosswind control conditions, specifically one of the following:

[0048] The crosswind action parameter indicates a light crosswind, and the crosswind control conditions include outputting a crosswind warning signal to the instrument panel and not triggering active control.

[0049] The crosswind action parameter indicates a moderate crosswind, and the crosswind control conditions include outputting a crosswind warning signal to the instrument panel and outputting a slight intervention signal to the vehicle stability system so that the vehicle stability system applies a first braking force to the wheels.

[0050] The crosswind action parameter indicates severe crosswind, and the crosswind control conditions include outputting an audible and visual warning signal to the instrument panel and a strong intervention signal to the vehicle stability system, so that the vehicle stability system applies a second braking force to the wheels, reduces engine torque, and outputs a hazard avoidance signal to the vehicle navigation system, wherein the second braking force is greater than the first braking force.

[0051] In one possible implementation, if the crosswind control conditions include applying braking force to the wheels, the control module is further configured to:

[0052] The vehicle's lateral acceleration is collected in real time using an inertial measurement unit;

[0053] After applying braking force to the wheel, determine whether the decrease in the absolute value of the lateral acceleration is greater than a preset value. If yes, stop braking the wheel; otherwise, continue braking the wheel until the decrease in the absolute value of the lateral acceleration is less than or equal to the preset value.

[0054] In one possible implementation, the acquisition module is specifically used for:

[0055] The pressure sensor assembly collects pressure signals from the front and rear sides of the vehicle body in real time.

[0056] The average pressure values ​​on the front and rear sides of the left side of the vehicle are taken as the pressure value on the left side of the vehicle, and the average pressure values ​​on the front and rear sides of the right side of the vehicle are taken as the pressure value on the right side of the vehicle.

[0057] The initial pressure difference is obtained based on the pressure values ​​on the left and right sides of the vehicle body.

[0058] Thirdly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of the first aspects.

[0059] Fourthly, this application provides an electronic device, comprising: at least one processor and a memory; wherein,

[0060] The memory stores computer-executed instructions;

[0061] The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the method as described in any of the first aspects.

[0062] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, can implement the steps of the method as described in any of the first aspects.

[0063] The method, apparatus, equipment, and storage medium for handling crosswinds provided in this application acquire the initial pressure difference between the left and right sides of the vehicle body and vehicle state parameters, including vehicle speed and steering angle, in real time. Based on these vehicle state parameters, the initial pressure difference is dynamically corrected to obtain a more accurate corrected pressure difference. Crosswind action parameters, such as crosswind speed and / or the lateral force of the crosswind on the vehicle, are calculated based on the corrected pressure difference. Finally, active control of the vehicle is implemented based on the crosswind action parameters to reduce the risks caused by crosswind interference. This method achieves real-time and accurate perception of crosswind action by directly monitoring the vehicle body pressure difference and combining it with vehicle state correction, overcoming the limitations of traditional indirect methods such as slow response, high cost, and insufficient accuracy. This provides a basis for early intervention for the vehicle stability control system, effectively enhancing the vehicle's anti-interference capability under sudden crosswinds, improving driving safety, and reducing the risk of accidents such as skidding and rollover. Attached Figure Description

[0064] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0065] Figure 1 The flowchart of the vehicle crosswind handling method provided in the embodiments of this application Figure 1 ;

[0066] Figure 2 This is a schematic diagram showing the arrangement of pressure sensors according to an embodiment of this application;

[0067] Figure 3 The flowchart of the vehicle crosswind handling method provided in the embodiments of this application Figure 2 ;

[0068] Figure 4 A vehicle system structure diagram provided for an embodiment of this application;

[0069] Figure 5 A diagram of a vehicle crosswind handling device provided in an embodiment of the present invention;

[0070] Figure 6 This is a hardware schematic diagram of an electronic device provided in an embodiment of the present invention.

[0071] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0072] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0073] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0074] In this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0075] Existing vehicle crosswind sensing technologies still have some core problems: existing technologies rely on vehicle dynamics parameters or meteorological data to estimate crosswinds, resulting in delayed warnings and interventions, and failing to capture interference signals in the early stages of crosswind action; traditional wind speed sensors cannot directly measure the pressure difference between the two sides of the vehicle caused by crosswinds, making it difficult to accurately quantify the actual interference intensity of crosswinds on the vehicle; weather radar and other equipment are costly and bulky, and require modifications to the vehicle body structure, limiting their application in ordinary vehicle models; existing solutions are susceptible to interference from environmental factors such as heavy rain, dust, and vehicle steering, leading to distorted monitoring results.

[0076] To address the problems of existing technologies, this application provides a method for handling crosswinds in vehicles. This method involves acquiring the initial pressure difference between the left and right sides of the vehicle body and vehicle state parameters, including vehicle speed and steering angle, in real time. Based on these vehicle state parameters, the initial pressure difference is dynamically corrected to obtain a more accurate corrected pressure difference. Crosswind parameters, such as crosswind speed and / or the lateral force exerted by the crosswind on the vehicle, are calculated based on the corrected pressure difference. Finally, active vehicle control is implemented based on the crosswind parameters to reduce the risks posed by crosswind interference. This method achieves real-time and accurate perception of crosswind effects by directly monitoring the vehicle body pressure difference and combining it with vehicle state corrections. It overcomes the limitations of traditional indirect methods, such as slow response, high cost, and insufficient accuracy. This provides a basis for early intervention for the vehicle stability control system, effectively enhancing the vehicle's anti-interference capability under sudden crosswinds, improving driving safety, and reducing the risk of accidents such as skidding and rollover.

[0077] The technical solutions of this application and how they solve the aforementioned technical problems are described in detail below with specific embodiments. These specific embodiments may exist independently or in combination with each other. Identical or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0078] This embodiment provides a method for handling crosswinds in vehicles. Figure 1 The flowchart of the vehicle crosswind handling method provided in the embodiments of this application Figure 1 The method includes:

[0079] S101. Obtain the initial pressure difference between the left and right sides of the vehicle body and the vehicle status parameters, including vehicle speed and steering angle.

[0080] In this step, the initial pressure difference refers to the instantaneous difference in ambient air pressure between the left and right sides of the vehicle, measured and calculated in real time by pressure sensors installed on both sides of the vehicle body (such as the side mirrors, A-pillars, and doors). This difference directly reflects the asymmetry of the aerodynamic environment.

[0081] Vehicle speed, which can be obtained from wheel speed sensors or the vehicle bus, is a key parameter for assessing the impact of the vehicle's motion on the surrounding airflow. Steering angle, which can be obtained from steering angle sensors, is used to determine whether the vehicle is turning, because changes in vehicle posture during turning will cause changes in airflow pressure on the left and right sides, which needs to be distinguished from the pressure interference caused by crosswinds.

[0082] For example, the acquired pressure sensor data can first pass through a high-speed low-pass filter to filter out high-frequency mechanical vibration noise. A pressure difference change rate threshold can be set, and a data acquisition event can be immediately triggered when the pressure difference changes drastically in a very short time (which may indicate a sudden crosswind). Vehicle status parameters are smoothed using a moving average filter to eliminate instantaneous fluctuations and ensure the stability of status information.

[0083] For example, obtaining the initial pressure difference between the left and right sides of the vehicle body includes:

[0084] The pressure sensor assembly collects pressure signals from the front and rear sides of the vehicle body in real time.

[0085] The average pressure values ​​on the front and rear sides of the left side of the vehicle are taken as the pressure value on the left side of the vehicle, and the average pressure values ​​on the front and rear sides of the right side of the vehicle are taken as the pressure value on the right side of the vehicle.

[0086] The initial pressure difference is obtained based on the pressure values ​​on the left and right sides of the vehicle body.

[0087] For example, pressure sensors can be deployed at the front (such as the A-pillar or rearview mirror) and rear (such as near the C-pillar) on both sides of the vehicle body to form a pressure sensor assembly. After collecting the raw air pressure signals at these four points in real time, the average value of the readings of the front and rear sensors on the left side is calculated as the pressure value on the left side of the vehicle body, and the average value of the readings of the front and rear sensors on the right side is calculated as the pressure value on the right side of the vehicle body. Finally, the pressure value on the right side is subtracted from the pressure value on the left side (or the absolute value is taken) to obtain the initial pressure difference used to characterize crosswind interference.

[0088] This example achieves spatial filtering of the force on one side of the vehicle by averaging the front and rear pressure values ​​on the same side. This effectively smooths out the noise and random fluctuations in single-point pressure measurement caused by local airflow separation, component obstruction, or instantaneous turbulence on the vehicle body. As a result, a more stable value that represents the overall pressure distribution on the entire side of the vehicle body is obtained, making the calculated initial pressure difference more reliable.

[0089] It should be noted that a fixed sampling period (e.g., 10ms or 20ms) can be set, and the vehicle's central controller or dedicated domain controller can periodically issue commands to cyclically execute the S101 data acquisition task. Alternatively, S101 can be executed based on trigger events, including but not limited to: when the vehicle receives a strong wind warning for the road ahead via the vehicle network, or when the location shows that the vehicle is entering a known high-risk area (such as a bridge or mountain pass), the S101 sampling frequency can be actively activated or increased; when the vehicle's lateral acceleration sensor or yaw rate sensor detects a small but abnormal trend of change, and the driver does not provide corresponding steering input, this can be considered a sign of suspected crosswind interference, triggering S101 to start or enter a high-sensitivity monitoring mode; if the pressure sensor module itself detects that the rate of change of the left and right pressure difference exceeds a preset threshold within a very short time (e.g., milliseconds), it can directly issue an interrupt signal to forcibly trigger S101 and subsequent processing procedures, achieving the fastest response.

[0090] Figure 2 This is a schematic diagram showing the arrangement of pressure sensors according to an embodiment of this application. Figure 2 As shown, the vehicle includes at least four pressure sensors, symmetrically arranged at key locations on both sides of the vehicle body:

[0091] Front pressure sensors: Located on both sides of the front bumper of the vehicle, near the front wheel arches, to monitor the crosswind pressure value in the front area of ​​the vehicle;

[0092] Rear pressure sensors: located on both sides of the rear bumper or the side of the trunk, used to monitor the crosswind pressure value in the rear area of ​​the vehicle;

[0093] For example, the pressure sensor can be a high-precision micro-pressure sensor with a measurement range of -5kPa to 5kPa, an accuracy of ≤±0.5% FS, a response time of ≤10ms, and waterproof, dustproof, and vibration-resistant properties (protection level ≥IP6K9K).

[0094] S102. Correct the initial pressure difference based on the vehicle state parameters to obtain the corrected pressure difference.

[0095] In this step, for example, a two-dimensional or multi-dimensional lookup table can be pre-stored. This table uses vehicle speed and steering angle (or steering angular velocity) as input indices and outputs a corresponding vehicle motion-induced pressure difference compensation value. The compensation value is obtained by looking up the table based on real-time vehicle speed and steering angle, and then subtracted from the initial pressure difference to obtain the corrected pressure difference. Alternatively, a simplified vehicle aerodynamic model can be built. This model takes vehicle speed and steering angle as inputs and calculates in real-time the theoretical left-right pressure difference (i.e., disturbance term) generated by the vehicle's steering and forward motion in a windless environment. This theoretically calculated value is then subtracted from the initial pressure difference to obtain the corrected pressure difference.

[0096] For example, the initial pressure difference is corrected based on vehicle state parameters to obtain the corrected pressure difference, including:

[0097] If the vehicle speed is greater than 0, the initial pressure difference is corrected according to the vehicle speed and the speed correction coefficient to obtain the first pressure difference, wherein the first pressure difference is greater than the initial pressure difference;

[0098] If the vehicle steering angle is not 0, the first pressure difference is corrected according to the steering angle and the steering correction coefficient to obtain the second pressure difference, and the second pressure difference is used as the correction pressure difference, wherein the second pressure difference is less than the first pressure difference.

[0099] In this example, considering that the vehicle speed amplifies the aerodynamic effects of the crosswind, the initial pressure difference needs to be positively compensated by the speed correction coefficient to more accurately reflect the crosswind intensity. When the vehicle turns, due to the change in vehicle posture and the effect of centrifugal force, an inherent pressure difference unrelated to the crosswind will be generated. Therefore, it is necessary to reduce it in the opposite direction according to the steering angle and steering correction coefficient to eliminate the false signal brought by the steering, so as to obtain the corrected pressure difference caused purely by the crosswind.

[0100] For determining the speed correction coefficient and the steering correction coefficient, for example, the speed correction coefficient can be determined by wind tunnel testing or real vehicle road testing, measuring the pressure difference change under crosswind at different vehicle speeds, and fitting the functional relationship between vehicle speed and the correction coefficient; the steering correction coefficient can be determined by allowing the vehicle to drive at different steering angles in a windless environment, recording the change in pressure difference between the two sides of the vehicle body, establishing a mapping table between steering angle and correction coefficient, or by real-time calculation based on the vehicle aerodynamic model.

[0101] This example significantly improves the signal-to-noise ratio of the pressure difference signal, enabling the corrected pressure difference to more accurately characterize crosswind interference and reducing system misjudgments or response lags caused by vehicle acceleration or steering, thereby enhancing the accuracy and robustness of the crosswind monitoring system.

[0102] S103. Obtain crosswind action parameters based on the corrected pressure difference. Crosswind action parameters include crosswind speed and / or the lateral force exerted by the crosswind on the vehicle.

[0103] In this step, for example, a calibration curve or function relating the corrected pressure difference to the crosswind speed or lateral aerodynamic force can be pre-established in a wind tunnel experiment or simulation at different vehicle speeds. In practical applications, based on the current vehicle speed and the real-time measured corrected pressure difference, the estimated crosswind speed and / or lateral force can be directly output by looking up the curve or substituting it into the function.

[0104] For example, obtaining crosswind action parameters based on the corrected pressure difference includes:

[0105] The lateral force exerted by the crosswind on the vehicle is obtained by adjusting the pressure difference and the vehicle's side surface area.

[0106] The air density is obtained from the measurement value of the atmospheric pressure sensor, and the crosswind speed is obtained from the air density and the corrected pressure difference.

[0107] In this example, the lateral force is calculated by multiplying the corrected pressure difference (equivalent to the net pressure difference generated by the crosswind) by the vehicle's side area (a fixed vehicle parameter), i.e., force = pressure × area; while the crosswind speed is obtained based on the dynamic pressure formula. Dynamic pressure is proportional to air density and the square of wind speed. Therefore, after obtaining the real-time air density through an atmospheric pressure sensor (which can be used to calculate air density in combination with temperature), the crosswind speed can be deduced from the corrected pressure difference (as a manifestation of dynamic pressure).

[0108] For example, based on the corrected pressure difference Calculate the lateral force exerted on the vehicle by crosswinds, given the vehicle's side surface area S. .

[0109] According to air density (Real-time values ​​can be obtained from the vehicle's onboard atmospheric pressure sensor, or the standard atmospheric density of 1.225 kg / m³ can be used to calculate the crosswind speed:)

[0110]

[0111] Where k is a correction factor, which can range from 1.0 to 1.2 and is calibrated according to the vehicle body design; To correct the pressure difference, This refers to air density.

[0112] This example combines the pressure difference with the vehicle's inherent parameters (lateral area) to directly output a lateral force signal that can be used for vehicle dynamics control, making the control strategy more intuitive. At the same time, by introducing real-time air density for wind speed calculation, the calculation results can automatically adapt to changes in air properties under different altitudes, temperatures, and weather conditions, significantly improving the accuracy and environmental robustness of crosswind speed estimation.

[0113] S104. Control the vehicle according to the crosswind parameters to reduce crosswind interference.

[0114] In this step, for example, the estimated lateral force or crosswind speed can be sent as a direct disturbance input to the vehicle's electronic stability program. Based on this input, the system calculates in advance or more proactively the braking torque required to be applied to one or more wheels, generating a yaw moment to counteract the crosswind yaw moment and help the vehicle maintain a predetermined trajectory. Alternatively, in more advanced steer-by-wire chassis or integrated dynamic control systems, crosswind parameters can also be sent simultaneously to the electric power steering system and the electronic stability program system. The system may instruct the electric power steering system to apply a small compensating steering angle, while the electronic stability program system provides slight differential braking; the two work together to stabilize the vehicle's attitude more smoothly and energy-efficiently, reducing the driver's workload.

[0115] The vehicle crosswind handling method provided in this embodiment acquires the initial pressure difference between the left and right sides of the vehicle body and vehicle state parameters, including vehicle speed and steering angle, in real time. Based on these vehicle state parameters, the initial pressure difference is dynamically corrected to obtain a more accurate corrected pressure difference. Crosswind action parameters, such as crosswind speed and / or the lateral force of the crosswind on the vehicle, are calculated based on the corrected pressure difference. Finally, active control of the vehicle is implemented based on the crosswind action parameters to reduce the risks caused by crosswind interference. This method achieves real-time and accurate perception of crosswind action by directly monitoring the vehicle body pressure difference and combining it with vehicle state correction, overcoming the limitations of traditional indirect methods such as slow response, high cost, and insufficient accuracy. This provides a basis for early intervention for the vehicle stability control system, effectively enhancing the vehicle's anti-interference capability under sudden crosswinds, improving driving safety, and reducing the risk of accidents such as sideslip and rollover.

[0116] This embodiment provides a method for handling crosswinds in vehicles. Figure 3 The flowchart of the vehicle crosswind handling method provided in the embodiments of this application Figure 2 .like Figure 3 As shown, in this embodiment... Figure 1 Based on the embodiments, the process of controlling the vehicle is described in detail. This method includes:

[0117] S301. Obtain the target crosswind effect parameter range to which the crosswind effect parameter belongs.

[0118] S302. Based on the correspondence between the range of crosswind action parameters and the crosswind control conditions, obtain the crosswind control conditions corresponding to the target range of crosswind action parameters.

[0119] It should be noted that the target crosswind effect parameter range refers to a pre-defined numerical interval used to classify or categorize crosswind effect parameters (such as lateral force or crosswind speed). These intervals divide continuous physical quantities into discrete levels (e.g., slight, moderate, severe, dangerous) so that the system can be matched with control strategies of different intensities.

[0120] Crosswind control conditions refer to a complete set of vehicle stability control instructions or strategy templates preset for a specific crosswind level (i.e., target range). They define the specific actions, intensity, and coordination relationships that the control system should take.

[0121] For example, a crosswind parameter classification table can be pre-set, clearly defining the risk level corresponding to different numerical ranges. For instance, a lateral force between 0 and 200 Newtons is classified as a level one light wind, and 200 to 500 Newtons as a level two gust. The controller simply compares the real-time calculated parameters with each range in this table to determine the target range. Alternatively, the boundary values ​​of the target range are not fixed but are adjusted based on the vehicle's real-time dynamics. For example, the same lateral force might be classified as high-risk when the vehicle is fully loaded and traveling at high speed, while it might only be classified as medium-risk when unloaded and traveling at low speed. The thresholds for each range are dynamically fine-tuned based on information such as current vehicle speed, load, and even road slope, thus making the risk assessment more consistent with the vehicle's current stability margin.

[0122] S303. Control the vehicle according to the crosswind control conditions to reduce crosswind interference.

[0123] For example, the control conditions may already include explicit target parameters for each actuator. For instance, the conditions might specify a steering compensation torque of 3 Nm and a left rear wheel braking force of 50 bar. The controller directly sends these parameter values ​​to the corresponding steering motor and brake hydraulic unit, driving them to achieve the target state. Alternatively, the control conditions can be interpreted as a dynamic target to be achieved, such as controlling the vehicle's yaw rate deviation to within 2 degrees per second. Guided by this target, the controller uses a closed-loop control algorithm to calculate and dynamically adjust the magnitude of the commands sent to the steering and braking systems in real time until the actual vehicle state meets the target requirements.

[0124] For example, different ranges of crosswind action parameters correspond to different crosswind control conditions, and the specific crosswind control conditions are one of the following:

[0125] The crosswind action parameter indicates a light crosswind. Crosswind control conditions include outputting a crosswind warning signal to the instrument panel and not triggering active control.

[0126] The crosswind action parameter indicates a moderate crosswind. The crosswind control conditions include outputting a crosswind warning signal to the instrument panel and outputting a slight intervention signal to the vehicle stability system to cause the vehicle stability system to apply the first braking force to the wheels.

[0127] The crosswind action parameter indicates severe crosswind. Crosswind control conditions include outputting an audible and visual warning signal to the instrument panel and a strong intervention signal to the vehicle stability system, so that the vehicle stability system applies a second braking force to the wheels, reduces engine torque, and outputs a hazard avoidance signal to the vehicle navigation system. The second braking force is greater than the first braking force.

[0128] In this example, by subdividing crosswind interference into different levels and matching them with differentiated response strategies, the system avoids unnecessary active intervention in low-risk situations (saving energy and improving ride comfort), while ensuring that multi-level and powerful integrated control and early warning can be activated in high-risk situations.

[0129] The classification of mild, moderate, and severe crosswinds can be based on the numerical thresholds of crosswind parameters (such as lateral force or crosswind speed). These thresholds are typically obtained through wind tunnel testing, simulation analysis, and real-world testing of vehicles. The classification comprehensively considers the degree to which the crosswind causes vehicle trajectory deviation, its direct impact on vehicle stability, and the driver's controllability. For example, mild crosswinds might correspond to a light breeze that the driver can easily control without significant correction; moderate crosswinds might correspond to gusts that require the driver to make significant steering adjustments to maintain lane position; and severe crosswinds might correspond to strong winds or sudden gusts that could cause the vehicle to instantly deviate from its lane and pose a risk of rollover. For example, a mild crosswind is V... 风 <10m / s, moderate crosswind is 10m / s≤V 风 <20m / s, severe crosswind is V 风 ≥20m / s.

[0130] This example demonstrates how a clear classification and corresponding control system enables precise matching of risk levels to system responses. This prevents excessive intervention from negatively impacting the driving experience and energy consumption, while also ensuring comprehensive safety for the vehicle and occupants through multi-system coordination in severe situations, significantly improving driving safety.

[0131] For example, if crosswind control conditions include applying braking force to the wheels, the method further includes:

[0132] The vehicle's lateral acceleration is collected in real time using an inertial measurement unit;

[0133] After applying braking force to the wheels, determine whether the decrease in the absolute value of lateral acceleration is greater than a preset value. If so, stop braking the wheels; otherwise, continue braking the wheels until the decrease in the absolute value of lateral acceleration is less than or equal to the preset value.

[0134] In this example, the preset value can be determined based on the combined results of vehicle dynamics simulation and real-vehicle calibration. The core objective is to find a minimum effective threshold that can effectively determine whether braking intervention has produced the expected stabilizing effect. Furthermore, this value can be calibrated for different vehicle models and typical loads, and may be fine-tuned based on vehicle speed to ensure its rationality and reliability as a braking exit condition. For example, the preset value can be set to 0.05g or 0.1g.

[0135] This example dynamically assesses braking effectiveness and decides whether to continue intervention by monitoring in real time whether lateral acceleration is indeed reduced due to braking. This effectively prevents unnecessary braking when crosswinds suddenly weaken or when the driver intervenes (avoiding over-control), and also maintains intervention when braking is insufficient, thereby improving control accuracy, adaptability, and overall vehicle energy efficiency.

[0136] The vehicle crosswind handling method provided in this embodiment can ensure that the vehicle control system accurately activates the corresponding response strategy for different levels of crosswind conditions, thereby effectively avoiding excessive intervention under low risk and insufficient response under high risk. While ensuring the lateral stability of the vehicle, it optimizes driving smoothness and system energy consumption, and significantly improves the active safety and human-machine collaborative experience of driving under complex weather conditions.

[0137] Figure 4 This is a vehicle system structure diagram provided for an embodiment of this application. Figure 4 As shown, the system includes:

[0138] At least four pressure sensors 401 are symmetrically arranged at key locations on both sides of the vehicle body;

[0139] The IMU (Inertial Measurement Unit) 402 is used to collect the lateral acceleration of a vehicle in real time.

[0140] At least four wheel speed sensors 403 are arranged on each wheel of the vehicle. They can be directly collected by the controller or collected and output by the electronic stability program to provide real-time wheel speed information of the vehicle.

[0141] At least one steering angle sensor 404 can be directly acquired by the controller or acquired and output by the electric power steering system to provide the vehicle's steering angle in real time.

[0142] The controller 405 receives parameters collected by all the aforementioned sensors and inputs them into the controller to calculate crosswind interference parameters. It then outputs intervention signals to the vehicle stability system and prompts and warning signals to the instrument panel and the in-vehicle navigation system.

[0143] The vehicle stability system 406 is used to trigger active intervention based on intervention signals to control the vehicle and counteract the lateral force of crosswinds on the vehicle.

[0144] The 407 instrument panel is used to output crosswind warning information through icons, text, and sound based on prompts and warning signals.

[0145] The in-vehicle navigation system 408 is used to output hazard avoidance signals to the driver based on prompts and warning signals, such as prompting the driver to drive off the highway or stop to avoid danger.

[0146] This embodiment also provides a device for handling crosswinds in vehicles. Figure 5 A diagram of a vehicle crosswind handling device provided in an embodiment of the present invention is shown. Figure 5 As shown, the vehicle crosswind handling device 50 includes:

[0147] The acquisition module 501 is used to acquire the initial pressure difference between the left and right sides of the vehicle body and the vehicle status parameters, including vehicle speed and steering angle.

[0148] The correction module 502 is used to correct the initial pressure difference based on the vehicle state parameters to obtain the corrected pressure difference.

[0149] Processing module 503 is used to obtain crosswind action parameters based on the corrected pressure difference. The crosswind action parameters include crosswind speed and / or the lateral force exerted by the crosswind on the vehicle.

[0150] The control module 504 is used to control the vehicle based on the crosswind parameters to reduce crosswind interference.

[0151] In one possible implementation, the correction module 502 is specifically used for:

[0152] If the vehicle speed is greater than 0, the initial pressure difference is corrected according to the vehicle speed and the speed correction coefficient to obtain the first pressure difference, wherein the first pressure difference is greater than the initial pressure difference;

[0153] If the vehicle steering angle is not 0, the first pressure difference is corrected according to the steering angle and the steering correction coefficient to obtain the second pressure difference, and the second pressure difference is used as the correction pressure difference, wherein the second pressure difference is less than the first pressure difference.

[0154] In one possible implementation, the processing module 503 is specifically used for:

[0155] The lateral force exerted by the crosswind on the vehicle is obtained by adjusting the pressure difference and the vehicle's side surface area.

[0156] The air density is obtained from the measurement value of the atmospheric pressure sensor, and the crosswind speed is obtained from the air density and the corrected pressure difference.

[0157] In one possible implementation, the control module 504 is specifically used for:

[0158] Obtain the target crosswind parameter range to which the crosswind effect parameters belong;

[0159] Based on the correspondence between the range of crosswind action parameters and crosswind control conditions, obtain the crosswind control conditions corresponding to the target range of crosswind action parameters.

[0160] Based on crosswind control conditions, vehicles are controlled to reduce crosswind interference.

[0161] In one possible implementation, in control module 504, different ranges of crosswind action parameters correspond to different crosswind control conditions, specifically one of the following:

[0162] The crosswind action parameter indicates a light crosswind. Crosswind control conditions include outputting a crosswind warning signal to the instrument panel and not triggering active control.

[0163] The crosswind action parameter indicates a moderate crosswind. The crosswind control conditions include outputting a crosswind warning signal to the instrument panel and outputting a slight intervention signal to the vehicle stability system to cause the vehicle stability system to apply the first braking force to the wheels.

[0164] The crosswind action parameter indicates severe crosswind. Crosswind control conditions include outputting an audible and visual warning signal to the instrument panel and a strong intervention signal to the vehicle stability system, so that the vehicle stability system applies a second braking force to the wheels, reduces engine torque, and outputs a hazard avoidance signal to the vehicle navigation system. The second braking force is greater than the first braking force.

[0165] In one possible implementation, if the crosswind control conditions include applying braking force to the wheels, the control module 504 is further configured to:

[0166] The vehicle's lateral acceleration is collected in real time using an inertial measurement unit;

[0167] After applying braking force to the wheels, determine whether the decrease in the absolute value of lateral acceleration is greater than a preset value. If so, stop braking the wheels; otherwise, continue braking the wheels until the decrease in the absolute value of lateral acceleration is less than or equal to the preset value.

[0168] In one possible implementation, the acquisition module 501 is specifically used for:

[0169] The pressure sensor assembly collects pressure signals from the front and rear sides of the vehicle body in real time.

[0170] The average pressure values ​​on the front and rear sides of the left side of the vehicle are taken as the pressure value on the left side of the vehicle, and the average pressure values ​​on the front and rear sides of the right side of the vehicle are taken as the pressure value on the right side of the vehicle.

[0171] The initial pressure difference is obtained based on the pressure values ​​on the left and right sides of the vehicle body.

[0172] This embodiment provides a vehicle crosswind handling device that can perform the vehicle crosswind handling method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0173] Figure 6 This is a hardware schematic diagram of an electronic device provided in an embodiment of the present invention. For example... Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602. The device 60 also includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0174] In the specific implementation process, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above method.

[0175] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0176] In the above Figure 6 In the illustrated embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0177] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0178] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0179] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method described above.

[0180] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0181] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0182] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0183] 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 this embodiment according to actual needs.

[0184] In addition, 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.

[0185] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0186] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0187] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for handling crosswinds in vehicles, characterized in that, include: The initial pressure difference between the left and right sides of the vehicle body and the vehicle status parameters are obtained, including vehicle speed and steering angle. The initial pressure difference is corrected based on the vehicle state parameters to obtain the corrected pressure difference; The crosswind action parameters are obtained based on the corrected pressure difference, and the crosswind action parameters include crosswind speed and / or the lateral force exerted by the crosswind on the vehicle. The vehicle is controlled according to the crosswind parameters to reduce crosswind interference.

2. The method according to claim 1, characterized in that, The step of correcting the initial pressure difference based on the vehicle state parameters to obtain the corrected pressure difference includes: If the vehicle speed is greater than 0, the initial pressure difference is corrected according to the vehicle speed and the speed correction coefficient to obtain a first pressure difference, wherein the first pressure difference is greater than the initial pressure difference; If the vehicle steering angle is not 0, the first pressure difference is corrected according to the steering angle and the steering correction coefficient to obtain a second pressure difference, and the second pressure difference is used as the corrected pressure difference, wherein the second pressure difference is less than the first pressure difference.

3. The method according to claim 1, characterized in that, The step of obtaining crosswind action parameters based on the corrected pressure difference includes: The lateral force exerted by the crosswind on the vehicle is obtained based on the corrected pressure difference and the vehicle's side surface area. The air density is obtained from the measurement value of the atmospheric pressure sensor, and the crosswind speed is obtained from the air density and the corrected pressure difference.

4. The method according to claim 1, characterized in that, The control of the vehicle based on the crosswind parameters to reduce crosswind interference includes: Obtain the target crosswind parameter range to which the crosswind effect parameter belongs; Based on the correspondence between the range of crosswind action parameters and crosswind control conditions, the crosswind control conditions corresponding to the target range of crosswind action parameters are obtained. The vehicle is controlled according to the crosswind control conditions to reduce crosswind interference.

5. The method according to claim 4, characterized in that, Different ranges of crosswind parameters correspond to different crosswind control conditions, and the specific crosswind control conditions are one of the following: The crosswind action parameter indicates a light crosswind, and the crosswind control conditions include outputting a crosswind warning signal to the instrument panel and not triggering active control. The crosswind action parameter indicates a moderate crosswind, and the crosswind control conditions include outputting a crosswind warning signal to the instrument panel and outputting a slight intervention signal to the vehicle stability system so that the vehicle stability system applies a first braking force to the wheels. The crosswind action parameter indicates severe crosswind, and the crosswind control conditions include outputting an audible and visual warning signal to the instrument panel and a strong intervention signal to the vehicle stability system, so that the vehicle stability system applies a second braking force to the wheels, reduces engine torque, and outputs a hazard avoidance signal to the vehicle navigation system, wherein the second braking force is greater than the first braking force.

6. The method according to claim 5, characterized in that, If the crosswind control conditions include applying braking force to the wheels, the method further includes: The vehicle's lateral acceleration is collected in real time using an inertial measurement unit; After applying braking force to the wheel, determine whether the decrease in the absolute value of the lateral acceleration is greater than a preset value. If yes, stop braking the wheel; otherwise, continue braking the wheel until the decrease in the absolute value of the lateral acceleration is less than or equal to the preset value.

7. The method according to claim 1, characterized in that, The process of obtaining the initial pressure difference between the left and right sides of the vehicle body includes: The pressure sensor assembly collects pressure signals from the front and rear sides of the vehicle body in real time. The average pressure values ​​on the front and rear sides of the left side of the vehicle are taken as the pressure value on the left side of the vehicle, and the average pressure values ​​on the front and rear sides of the right side of the vehicle are taken as the pressure value on the right side of the vehicle. The initial pressure difference is obtained based on the pressure values ​​on the left and right sides of the vehicle body.

8. A device for handling crosswinds in vehicles, characterized in that, The device includes: The acquisition module is used to acquire the initial pressure difference between the left and right sides of the vehicle body and vehicle status parameters, including vehicle speed and steering angle. The correction module is used to correct the initial pressure difference based on the vehicle state parameters to obtain the corrected pressure difference. The processing module is used to obtain crosswind action parameters based on the corrected pressure difference, the crosswind action parameters including crosswind speed and / or the lateral force of the crosswind on the vehicle; The control module is used to control the vehicle according to the crosswind parameters to reduce crosswind interference.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

10. An electronic device, characterized in that, include: At least one processor and memory; wherein, The memory stores computer-executed instructions; The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the method as described in any one of claims 1-7.

Images