Vehicle anti-crosswind control method, storage medium, controller and vehicle

Abstract

The invention discloses a vehicle anti-crosswind control method, a storage medium, a controller and a vehicle. The method comprises the steps that when it is determined that anti-crosswind control of the vehicle is activated according to vehicle body information of the vehicle, the current main power of the vehicle is determined; and determining the current crosswind power according to the current main power, and controlling the vehicle according to the current crosswind power so as to correct the posture of the vehicle. According to the method, when it is determined that anti-crosswind control of the vehicle is activated according to vehicle body information of the vehicle, the current crosswind force is evaluated according to the calculated current active force, differentiated anti-crosswind control is conducted on the vehicle according to the current crosswind force, and precise recognition of the crosswind working condition and precise correction of the vehicle posture are achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle crosswind control method, storage medium, controller, and vehicle. Background Technology

[0002] With the rapid development of the automotive industry and people's increasing demands for vehicle safety and intelligence, the study of vehicle stability and safety under specific high-risk conditions has always been an important research topic in the field of automotive engineering.

[0003] In crosswind scenarios (lateral airflow perpendicular to the vehicle's direction of travel), crosswinds alter the vehicle's force balance, compromising driving stability. The crosswind control strategies employed by these vehicles are simplistic and ineffective in stabilizing the vehicle's posture. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, one objective of this invention is to propose a vehicle crosswind control method that achieves accurate identification of crosswind conditions and precise correction of vehicle attitude.

[0005] A second objective of this invention is to provide a computer-readable storage medium.

[0006] The third objective of this invention is to provide a controller.

[0007] The fourth objective of this invention is to provide a vehicle.

[0008] To achieve the above objectives, a first aspect of the present invention provides a vehicle crosswind control method, the method comprising: determining the current active force of the vehicle when crosswind control is activated based on vehicle body information; determining the current crosswind force based on the current active force; and controlling the vehicle based on the current crosswind force to correct the vehicle's attitude.

[0009] According to the vehicle crosswind control method of the present invention, when determining to activate the vehicle crosswind control based on the vehicle body information, the current crosswind force is evaluated based on the calculated current active force, and the vehicle is subjected to differentiated crosswind control based on the magnitude of the current crosswind force, so as to achieve accurate identification of crosswind conditions and accurate correction of vehicle attitude.

[0010] In addition, the vehicle crosswind control method proposed in the above embodiments of the present invention may also have the following additional technical features: According to one embodiment of the present invention, the vehicle body information includes the direction of the vehicle's roll rate, the direction and position of its yaw rate, and the height and tire pressure values ​​corresponding to each wheel of the vehicle.

[0011] According to one embodiment of the present invention, determining the activation of the vehicle's crosswind protection control based on the vehicle's body information includes: calculating a crosswind protection control activation value based on the vehicle's current roll angle, a first crosswind condition, a second crosswind condition, and / or a third crosswind condition, wherein the current roll angle is calculated from the current height value and initial height value corresponding to each wheel of the vehicle, the first crosswind condition is that the direction of the vehicle's current roll angular velocity is opposite to the direction of the current yaw angular velocity, the second crosswind condition is that the tire pressure value on one side of the vehicle increases and the tire pressure value on the other side decreases, and the third crosswind condition is that the vehicle is determined to be in a high-crosswind area based on the vehicle's current position information; when the crosswind protection control activation value is greater than a preset activation threshold, the vehicle's crosswind protection control is activated.

[0012] According to one embodiment of the present invention, determining the current active force of the vehicle includes: using a PID algorithm to calculate the current active force based on the vehicle's previous active force, current roll angle, and current roll angular velocity.

[0013] According to one embodiment of the present invention, determining the current crosswind force based on the current active force includes: calculating the average value of the vehicle's main power within a preset time window based on the current active force to obtain an average active force value; determining the vertical average active force value corresponding to each wheel based on the average active force value; and calculating the current crosswind force based on the wheel average active force value corresponding to each wheel, the front wheel suspension stiffness, and the rear wheel suspension stiffness.

[0014] According to one embodiment of the present invention, controlling the vehicle based on the current crosswind force includes: if the current crosswind force is less than a first preset wind speed value, applying a corresponding vertical active force to each wheel of the vehicle based on the current active force; if the current crosswind force is less than a second preset wind speed value but greater than or equal to the first preset wind speed value, simultaneously increasing the suspension damping and stiffness of the vehicle and providing a risk warning while applying a corresponding vertical active force to each wheel of the vehicle based on the current active force, wherein the second preset wind speed value is greater than the first preset wind speed value; if the current crosswind force is greater than or equal to the second preset wind speed value, simultaneously applying a corresponding vertical active force to each wheel of the vehicle based on the current active force, increasing the suspension damping and stiffness of the vehicle, providing a risk warning while performing passenger compartment safety control, and performing steering control, power control, and / or braking control.

[0015] According to one embodiment of the present invention, the direction of the steering control is opposite to the direction of the current crosswind force, and the intensity of the steering control is determined by the current yaw rate of the vehicle and the current active force; the power control is to increase the wheel-end torque of the first wheel and decrease the wheel-end torque of the second wheel; the braking control is to decrease the wheel-end torque of the second wheel, wherein the first wheel is the wheel of the vehicle that is away from the current crosswind force, and the second wheel is the wheel of the vehicle that is close to the current crosswind force.

[0016] To achieve the above objectives, a second aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle crosswind control method as proposed in the first aspect of the present invention.

[0017] To achieve the above objectives, a third aspect of the present invention provides a controller, including a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the vehicle crosswind control method proposed in the first aspect of the present invention.

[0018] To achieve the above objectives, a fourth aspect of the present invention provides a vehicle including a controller as proposed in a third aspect of the present invention.

[0019] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] Figure 1 This is a flowchart of a vehicle crosswind control method according to an embodiment of the present invention; Figure 2 This is a flowchart of determining and activating the crosswind control of a vehicle according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the standard posture of a vehicle at the factory according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the vehicle's posture under a certain working condition according to an embodiment of the present invention; Figure 5 This is a flowchart illustrating how to determine the current crosswind force based on the current active force, according to one embodiment of the present invention. Figure 6 This is a schematic diagram of the main power demand under different crosswind intensities according to an embodiment of the present invention; Figure 7 This is a flowchart illustrating how a vehicle is controlled based on the current crosswind force, according to one embodiment of the present invention. Figure 8This is a schematic diagram of vehicle attitude correction using active power control according to an embodiment of the present invention; Figure 9 This is a flowchart of a vehicle crosswind control method according to a specific embodiment of the present invention; Figure 10 This is a schematic diagram of inclined road surface control according to an embodiment of the present invention; Figure 11 This is a structural block diagram of the controller according to an embodiment of the present invention; Figure 12 This is a schematic diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0021] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0022] It should be noted that the development of intelligent integrated control of vehicle chassis systems is an important direction for the future of vehicle intelligence. Among them, active suspension systems can change the damping, stiffness, and height of the suspension, and can also provide active force. Active force is a force that can be applied to the vehicle body, which can significantly improve the safety boundary of the vehicle in certain specific scenarios.

[0023] The vehicle crosswind control method, storage medium, controller, and vehicle of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] Figure 1 This is a flowchart of a vehicle crosswind control method according to an embodiment of the present invention. Figure 1 As shown, vehicle crosswind control methods may include: S101, when determining to activate the vehicle's crosswind control based on the vehicle's body information, determine the vehicle's current driving force; S102 determines the current crosswind force based on the current active force and controls the vehicle accordingly to correct the vehicle's attitude.

[0025] In crosswind scenarios, to effectively stabilize the vehicle's posture, this embodiment of the invention determines whether to activate the vehicle's crosswind protection control based on the vehicle's body information. When it is determined that the vehicle's crosswind protection control should be activated, the vehicle is controlled according to the current crosswind force assessed by the current active force, thereby achieving accurate identification of crosswind conditions and accurate correction of the vehicle's posture.

[0026] Specifically, the system acquires vehicle body information in real time. This information may include the direction and position of the vehicle's roll rate and yaw rate, as well as the height and tire pressure of each wheel. Based on this information, the system determines whether the vehicle is in a crosswind condition. If a crosswind condition is confirmed, the system activates the vehicle's crosswind protection control.

[0027] When implementing crosswind control for a vehicle, the main force currently applied to the vehicle body is determined. To accurately correct the vehicle's attitude, the current crosswind force is determined based on the current main force, and differentiated crosswind control is implemented based on the current crosswind force to correct the vehicle's attitude and keep the vehicle stable.

[0028] The vehicle crosswind control method of this invention determines when to activate the vehicle crosswind control based on the vehicle's body information, assesses the current crosswind force based on the calculated current active force, and performs differentiated crosswind control on the vehicle according to the magnitude of the current crosswind force, thereby achieving accurate identification of crosswind conditions and accurate correction of vehicle attitude.

[0029] In one embodiment of the present invention, the vehicle body information may include the direction of the vehicle's roll rate, the direction and position of its yaw rate, and the height and tire pressure values ​​of each wheel.

[0030] In practice, the magnitude and direction of the vehicle's roll rate and yaw rate can be collected using an IMU (Inertial Measurement Unit).

[0031] In practice, high-precision maps, vehicle-mounted cameras, and satellite road sensors can be used to determine the vehicle's location information. For example, while the vehicle is in motion, road sign information captured by the vehicle-mounted camera can be acquired, and the presence of road sign information can be used to determine whether the vehicle has entered an area prone to crosswinds. Alternatively, a comprehensive judgment can be made based on the vehicle's location information collected by the vehicle-mounted satellite road sensor and the high-precision map to determine whether the vehicle has entered an area prone to crosswinds.

[0032] In practice, height sensors are installed at each wheel of the vehicle so that the height values ​​of each wheel can be collected in milliseconds.

[0033] In practice, tire pressure sensors are installed on each wheel of the vehicle to collect the tire pressure value of each wheel.

[0034] In one embodiment of the present invention, such as Figure 2 As shown, determining the activation of the vehicle's crosswind control based on the vehicle's body information may include: S201, calculate the crosswind control effective value based on the vehicle's current roll angle, first crosswind condition, second crosswind condition and / or third crosswind condition. The current roll angle is calculated from the current height value and initial height value of each wheel of the vehicle. The first crosswind condition is that the direction of the vehicle's current roll angular velocity is opposite to the direction of the current yaw angular velocity. The second crosswind condition is that the tire pressure value on one side of the vehicle increases and the tire pressure value on the other side decreases. The third crosswind condition is that the vehicle is determined to be in a high crosswind area based on the vehicle's current position information. S202, when the crosswind control activation value is greater than the preset activation threshold, the vehicle's crosswind control is activated.

[0035] Specifically, the system acquires the current height value of each wheel of the vehicle, and simultaneously acquires the direction of the vehicle's current roll rate, the direction of the current yaw rate, the tire pressure value of each wheel, as well as image data collected by the camera, vehicle position information collected by the satellite road sensor, and high-precision map information.

[0036] In this embodiment of the invention, the current roll angle of the vehicle is calculated based on the current height value and initial height value of each wheel, the current attitude of the vehicle is evaluated, and the vehicle's current roll angle direction, current yaw angle direction, tire pressure value of each wheel, image data collected by the camera, vehicle position information collected by the satellite road sensor, and high-precision map information are combined to determine whether the vehicle is in crosswind condition and whether the vehicle's crosswind control needs to be activated.

[0037] Implementable, such as Figure 3 and Figure 4 As shown, when the vehicle is a four-wheeled vehicle, the current height value corresponding to the left front wheel is obtained. The current height value corresponding to the right front wheel The current height value corresponding to the left rear wheel Current height value corresponding to the right rear wheel Based on the initial height value corresponding to the left front wheel. The initial height value corresponding to the right front wheel The initial height value corresponding to the left rear wheel Initial height value corresponding to the right rear wheel Calculate the vehicle's current roll angle. Current roll angle for:

[0038] It should be noted that the initial height values ​​corresponding to each wheel of the vehicle are calibrated at the time of vehicle leaving the factory, and the initial height values ​​are corrected during real-time driving of the vehicle taking into account the vehicle's operating conditions and environment.

[0039] Determine whether the directions of the current roll rate and yaw rate are opposite based on their directions. If they are opposite, set the first crosswind condition C1 to 1. It should be noted that when determining the directions of the current roll rate and yaw rate, the positive direction of Ax can be defined as directly in front of the vehicle, and the positive direction of Az as upward. The directions of the current roll rate and yaw rate can then be determined based on these directions.

[0040] Determine whether the tire pressure on one side of the vehicle is higher than the tire pressure on the other side based on the tire pressure values ​​corresponding to the four wheels of the vehicle. If the tire pressure on one side of the vehicle is higher than the tire pressure on the other side, set the second crosswind condition C2 to 1.

[0041] Based on road sign data collected by the vehicle's onboard camera, vehicle location information collected by satellite traffic sensors, and high-precision maps, a comprehensive judgment is made as to whether the vehicle has entered a high-risk crosswind area. If it is determined that the vehicle has entered a high-risk crosswind area, the third crosswind condition C3 is set to 1.

[0042] This invention embodiment combines the current roll angle The effective value for crosswind control is calculated by comprehensively considering the first crosswind condition C1, the second crosswind condition C2, and / or the third crosswind condition C3. , Where 'a' is the weighting coefficient of the current tilt, 'b' is the first crosswind condition, 'c' is the second crosswind condition, and 'd' is the third crosswind condition. When the crosswind control is in effect... When the value is greater than the preset effective threshold x, that is When the value is greater than x, the vehicle's crosswind control function is activated.

[0043] It should be noted that the first crosswind condition C1, the second crosswind condition C2, and the third crosswind condition C3 are auxiliary judgment conditions for the activation of the crosswind prevention control function, and are not necessary conditions for the activation of the function.

[0044] It should be noted that when the steering wheel angle signal exceeds a certain preset value, the suspension will enter the steering control mode, while crosswind control is an independent control that can be superimposed on steering control.

[0045] This invention calculates the vehicle's current roll angle and, in conjunction with a first crosswind condition, a second crosswind condition, and / or a third crosswind condition, determines whether to activate the vehicle's crosswind protection function. This addresses the problem that related crosswind protection strategies, relying solely on IMU (Inertial Measurement Unit) and other vehicle data, cannot accurately identify and trigger the crosswind protection function. Furthermore, the activation conditions for crosswind protection in related strategies mature in seconds, resulting in slow triggering and limited control effects. In contrast, this invention can detect vehicle attitude in milliseconds, improving the accuracy of vehicle attitude and operating condition detection and control precision.

[0046] In one embodiment of the present invention, determining the current driving force of the vehicle may include: The PID algorithm is used to calculate the current driving force based on the vehicle's previous driving force, current roll angle, and current roll angular velocity.

[0047] Specifically, the PID (Proportional-Integral-Derivative) algorithm is used to calculate the current active force based on the vehicle's previous active force, current roll angle, and current roll angular velocity. When this happens, the following formula can be used for calculation:

[0048] in, The primary driving force in the previous moment; when the crosswind control function is activated, the first moment's... =0, The first feedback coefficient, The current roll rate, These are the weighting coefficients. The current roll angle, This is the second feedback coefficient. The derivative of the current roll rate, This is the derivative of the current roll angle.

[0049] In one embodiment of the present invention, such as Figure 5 As shown, determining the current crosswind force based on the current active force can include: S301 calculates the average value of the vehicle's main power within a preset time window based on the current main power, and obtains the average main power value.

[0050] Specifically, based on the current driving force Acquire the active force within a preset time window preceding the current moment. For example, acquire the active force within 500 ms (milliseconds) preceding the current moment. Calculate the average active force value based on the acquired active force within the preset time window. .

[0051] S302, determine the vertical average active force value corresponding to each wheel based on the average active force value.

[0052] For example, when the vehicle is a four-wheeled vehicle, the active force control model of the suspension controller's intelligent computing center can be used to adjust the average active force value. By performing a four-wheel decomposition, the average vertical driving force value corresponding to the left front wheel is obtained. The vertical average active force value corresponding to the right front wheel The vertical average active force value corresponding to the left rear wheel Vertical average active force value corresponding to the right rear wheel .

[0053] S303 calculates the current crosswind force based on the average active force value of each wheel, the front suspension stiffness, and the rear suspension stiffness.

[0054] In practice, based on the average active force value of each wheel ( , , and Combined with vehicle parameters (front wheel suspension stiffness) and rear wheel suspension stiffness The crosswind force was calculated using the tilt model and the lateral tilt model. .

[0055]

[0056] in, The current crosswind force, For the pre-calibrated vehicle model gain coefficient, This represents the average vertical driving force value corresponding to the left front wheel. This represents the average vertical driving force value corresponding to the right front wheel. This represents the average vertical driving force value corresponding to the left rear wheel. This represents the average vertical driving force value corresponding to the right rear wheel. For front wheel suspension stiffness, This refers to the stiffness of the rear wheel suspension.

[0057] According to the current crosswind force, the embodiments of the present invention The size is classified according to the current crosswind force. The corresponding level applies differentiated crosswind control to vehicles.

[0058] It should be noted that the crosswind resistance of each vehicle model varies, primarily due to differences in ground clearance, lateral area, vehicle mass, moment of inertia, and suspension parameters. Crosswind classification is based on the actual roll angle of the vehicle when facing a crosswind without control. This parameter can be obtained through preliminary simulations and laboratory testing data. For example, when the vehicle roll angle is 1°, 2°, and 3°, the equivalent wind force levels are defined as light crosswind, moderate crosswind, and severe crosswind, respectively. (See [reference]). Figure 6 Therefore, based on the estimated crosswind force of different vehicles, the wind force levels for different vehicle models are classified. An example is shown in Table 1 below: Table 1. Wind force level classification for different vehicle models

[0059] In one embodiment of the present invention, such as Figure 7 As shown, controlling the vehicle based on the current crosswind force can include: If the current crosswind force is less than the first preset wind speed value, then the corresponding vertical active force is applied to each wheel of the vehicle according to the current active force.

[0060] Specifically, under the current crosswind force Less than the first preset wind speed value hour( < The current wind force level is determined to be a light crosswind.

[0061] When the current wind force level is a light crosswind, the active power function is triggered to adjust the attitude. Specifically, the active power control model of the suspension controller's intelligent computing center can be used to adjust the current active power. The four wheels are decomposed, and the vertical active force corresponding to the left front wheel is output respectively. Vertical driving force corresponding to the right front wheel Vertical driving force corresponding to the left rear wheel Vertical driving force corresponding to the right rear wheel According to the corresponding vertical active force applied to each wheel, a corresponding vertical active force is applied to each wheel of the vehicle to correct the vehicle attitude and maintain vehicle stability. See [link to documentation]. Figure 8 .

[0062] If the current crosswind force is less than the second preset wind speed value but greater than or equal to the first preset wind speed value, then the corresponding vertical active force is applied to each wheel of the vehicle according to the current active force, while the suspension damping and stiffness of the vehicle are increased, and a risk warning is issued. The second preset wind speed value is greater than the first preset wind speed value.

[0063] Specifically, under the current crosswind force Less than the second preset wind speed value And greater than or equal to the first preset wind speed value hour( > This indicates that the current wind force level is moderate crosswind.

[0064] When the current wind force level is moderate crosswind, the active power function is activated to adjust the vehicle's attitude, while simultaneously switching the suspension driving mode to Sport mode and providing risk warnings via voice risk announcements and / or instrument panel prompts. It should be noted that the method of activating the active power function to adjust the attitude is the same as the control method for mild crosswinds described above; switching the suspension driving mode to Sport mode increases suspension damping and stiffness.

[0065] If the current crosswind force is greater than or equal to the second preset wind speed value, then the corresponding vertical active force is applied to each wheel of the vehicle according to the current active force, increasing the suspension damping and stiffness of the vehicle, providing risk warning while performing passenger compartment safety control, as well as steering control, power control and / or braking control.

[0066] Specifically, under the current crosswind force Greater than or equal to the second preset wind speed value hour( When the wind force level is determined to be severe crosswind, the current wind force level is determined to be severe crosswind.

[0067] When the current wind force level is severe crosswind, that is, based on moderate crosswind control (while triggering the active power function to adjust the attitude, switching the suspension driving mode to sport mode, and providing risk warnings through voice risk broadcast and / or instrument prompts), the system sends seat belt pretensioning and active side wing support demand commands to the vehicle control system to achieve safety control of the passenger compartment; and sends rear wheel steering, power and / or braking demand commands to the vehicle control system to provide corrective force in the opposite direction to the crosswind force by controlling steering, power and / or braking.

[0068] In one embodiment of the present invention, the direction of steering control is opposite to the direction of the current crosswind force, and the intensity of steering control is determined by the current yaw rate and current active force of the vehicle; the power control is to increase the wheel-end torque of the first wheel and decrease the wheel-end torque of the second wheel; the braking control is to decrease the wheel-end torque of the second wheel, wherein the first wheel is the wheel of the vehicle that is away from the current crosswind force, and the second wheel is the wheel of the vehicle that is close to the current crosswind force.

[0069] In practice, when correcting vehicle attitude using steering control under severe crosswind conditions, this can be achieved by adding EPS (Electric Power Steering) steering assist and front / rear wheel steering functionality. The steering direction is determined by the direction of the crosswind affecting the vehicle (opposite to the current crosswind force). This is based on the vehicle's current yaw rate and current average active force value. Determine the strength of the steering control.

[0070] In practice, when using dynamic control to correct vehicle attitude under severe crosswind conditions, corrective force can be provided by increasing wheel-end torque away from the crosswind direction and decreasing wheel-end torque closer to the crosswind direction. It should be noted that increasing wheel-end torque away from the crosswind direction can increase wheel speed away from the crosswind direction; higher wheel speeds can provide some corrective force.

[0071] In practice, when using braking control to correct the vehicle's attitude in severe crosswind conditions, a corrective force can be provided by reducing the wheel-end torque closer to the crosswind direction.

[0072] It should be noted that in severe crosswind conditions, one or more of the steering control, power control, and braking control can be selected for control as needed.

[0073] According to the crosswind level at which the current crosswind force is located, the embodiments of the present invention adopt a differentiated control strategy, which can achieve the effect of keeping the vehicle level and passing through the crosswind zone without feeling any impact. This solves the problem that related crosswind control strategies reduce the degree of body roll by lowering the vehicle posture and increasing rigidity, but cannot eliminate the roll, and that controlling the steering to correct the deviation of the line will also worsen the roll.

[0074] like Figure 9 As shown, the vehicle crosswind control method in this embodiment of the invention acquires vehicle body information, detects vehicle body posture, and determines whether to activate vehicle crosswind control. When it is determined that vehicle crosswind control is activated, the current crosswind force is assessed based on the calculated current active force, and differentiated crosswind control is applied to the vehicle according to the magnitude of the current crosswind force, achieving accurate identification of crosswind conditions and precise correction of vehicle posture. During the control process, when the wind force is detected to weaken, the crosswind control level is downgraded in a timely manner until it returns to normal control.

[0075] In crosswind scenarios, the active power control system employed in this invention corrects the vehicle's posture to maintain a level position, achieving better control and even seamless control. This significantly improves vehicle safety and the user's driving experience. Furthermore, it features real-time dynamic adjustment and closed-loop control (with posture detection also occurring during active power control), making it unaffected by wind changes.

[0076] It should be noted that the vehicle crosswind control method of this invention can be extended to vehicle control on roads with one side inclined, allowing the vehicle to pass through level without being noticeable. See [link to relevant documentation]. Figure 10 .

[0077] This invention incorporates a height sensor for crosswind condition identification and control, enabling millisecond-level vehicle attitude detection. By determining the range of vehicle attitude deviation based on real-time data from the height sensor, changes in vehicle attitude can be identified more accurately, effectively improving the accuracy of crosswind condition identification and the precision of crosswind control.

[0078] The vehicle crosswind control method of this invention corrects the vehicle's attitude through active force (lowering the height of one wheel while raising the height of another), solving the problem that related technologies, which reduce vehicle roll by lowering height, increasing damping, and stiffness, cannot completely eliminate roll. Furthermore, related technologies determine entry and exit based on IMU data; however, since the IMU data is corrected after control intervention, the vehicle may prematurely exit crosswind control. The method of this invention improves crosswind control effectiveness and provides a better user experience.

[0079] The vehicle crosswind control method of this invention can assess the intensity of crosswinds in real time by measuring the magnitude of the active force, and output different crosswind control strategies for different crosswind intensities. The crosswind control of this invention is linked with the passenger compartment to provide risk warnings and necessary safety alerts (such as risk warning voice reminders, seatbelt warnings, and active side wing inflation), which can bring a better user experience.

[0080] The vehicle crosswind control method of this invention can completely eliminate body roll caused by crosswinds, improve the driving experience, increase tire-road friction, enhance vehicle safety, and fundamentally reduce the risk of vehicle rollover and deviation. It can improve control performance and deliver a better user experience.

[0081] The vehicle crosswind control method in this embodiment of the invention, through active power millisecond response and real-time closed-loop control, corrects the vehicle's attitude, allowing the vehicle to maintain stable posture even under dynamic external environmental disturbances. It solves the problem of instantaneous body roll caused by crosswinds by continuously stabilizing the vehicle's posture through closed-loop control, reducing driver panic and driving difficulty, and improving the driver's driving experience. The vehicle crosswind control method in this embodiment of the invention can assess and analyze the intensity of the crosswind under current operating conditions by controlling the intensity of the active power. Based on the intensity of the crosswind, risk warnings are broadcast through the passenger cabin system's voice and tablet, and the active side wings and seat belt warning functions are activated in a timely manner. Adjustments are made according to different vehicle body postures under different crosswind environments, and in principle, it can cope with winds from any angle other than crosswinds.

[0082] This invention provides a computer-readable storage medium.

[0083] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, it implements the vehicle crosswind control method described above.

[0084] This invention provides a controller.

[0085] In this embodiment, the controller may include a memory and a processor, and the memory stores a computer program. The computer program, when executed by the processor, implements the vehicle crosswind control method described above.

[0086] Figure 11 This is a structural block diagram of the controller according to an embodiment of the present invention.

[0087] like Figure 11 As shown, the controller 500 includes a processor 501 and a memory 503. The processor 501 and the memory 503 are connected, for example, via a bus 502. Optionally, the controller 500 may also include a transceiver 504. It should be noted that in practical applications, the transceiver 504 is not limited to one, and the structure of the controller 500 does not constitute a limitation on the embodiments of the present invention.

[0088] Processor 501 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this invention. Processor 501 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0089] Bus 502 may include a pathway for transmitting information between the aforementioned components. Bus 502 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 502 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 11 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0090] The memory 503 stores a computer program corresponding to the vehicle crosswind control method of the above embodiments of the present invention. This computer program is controlled and executed by the processor 501. The processor 501 executes the computer program stored in the memory 503 to implement the content shown in the foregoing method embodiments.

[0091] The controller 500 includes, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), and in-vehicle terminals (such as in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 11 The controller 500 shown is merely an example and should not be construed as limiting the functionality and scope of use of embodiments of the present invention.

[0092] The computer storage medium and controller of this invention utilize the above-described vehicle crosswind control method to determine when to activate the vehicle's crosswind control based on the vehicle's body information. They assess the current crosswind force based on the calculated current active force and perform differentiated crosswind control on the vehicle according to the magnitude of the current crosswind force, thereby achieving accurate identification of crosswind conditions and accurate correction of vehicle attitude.

[0093] This invention provides a vehicle.

[0094] Figure 12 This is a schematic diagram of a vehicle according to an embodiment of the present invention. Figure 12 As shown, vehicle 1000 may include controller 500 as described above.

[0095] The vehicle in this embodiment of the invention uses the aforementioned controller. When the vehicle body information determines that the crosswind control should be activated, the current crosswind force is assessed based on the calculated current active force. The vehicle is then subjected to differentiated crosswind control based on the magnitude of the current crosswind force, thereby achieving accurate identification of crosswind conditions and accurate correction of vehicle attitude.

[0096] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0097] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0098] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0099] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0100] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0101] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0102] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0103] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for controlling crosswinds in vehicles, characterized in that, The method includes: When determining to activate the vehicle's crosswind control based on the vehicle's body information, the vehicle's current driving force is determined; The current crosswind force is determined based on the current active force, and the vehicle is controlled based on the current crosswind force to correct the vehicle's attitude.

2. The vehicle crosswind control method according to claim 1, characterized in that, The vehicle body information includes the direction of the vehicle's roll rate, the direction and position of its yaw rate, as well as the height and tire pressure values ​​of each wheel.

3. The vehicle crosswind control method according to claim 2, characterized in that, The step of determining to activate the vehicle's crosswind protection control based on the vehicle's body information includes: The crosswind control effectiveness value is calculated based on the vehicle's current roll angle, the first crosswind condition, the second crosswind condition, and / or the third crosswind condition. The current roll angle is calculated from the current height value and the initial height value corresponding to each wheel of the vehicle. The first crosswind condition is that the direction of the vehicle's current roll angular velocity is opposite to the direction of the current yaw angular velocity. The second crosswind condition is that the tire pressure value on one side of the vehicle increases and the tire pressure value on the other side decreases. The third crosswind condition is that the vehicle is determined to be in a high-crosswind area based on the vehicle's current position information. When the crosswind control activation value is greater than the preset activation threshold, the crosswind control of the vehicle is activated.

4. The vehicle crosswind control method according to claim 1, characterized in that, Determining the current driving force of the vehicle includes: The current driving force is calculated using a PID algorithm based on the vehicle's previous driving force, current roll angle, and current roll angular velocity.

5. The vehicle crosswind control method according to claim 1, characterized in that, Determining the current crosswind force based on the current active force includes: The average active force value is obtained by calculating the average active force of the vehicle within a preset time window based on the current active force. The vertical average active force value corresponding to each wheel is determined based on the average active force value; The current crosswind force is calculated based on the average active force value of each wheel, the front wheel suspension stiffness, and the rear wheel suspension stiffness.

6. The vehicle crosswind control method according to claim 1, characterized in that, The method of controlling the vehicle based on the current crosswind force includes: If the current crosswind force is less than the first preset wind speed value, then a corresponding vertical active force is applied to each wheel of the vehicle according to the current active force. If the current crosswind force is less than the second preset wind speed value and greater than or equal to the first preset wind speed value, then the corresponding vertical active force is applied to each wheel of the vehicle according to the current active force, while the suspension damping and stiffness of the vehicle are increased, and a risk warning is issued, wherein the second preset wind speed value is greater than the first preset wind speed value. If the current crosswind force is greater than or equal to the second preset wind speed value, then according to the current active force, a corresponding vertical active force is applied to each wheel of the vehicle to increase the suspension damping and stiffness of the vehicle, perform risk warning while performing passenger compartment safety control, and perform steering control, power control and / or braking control.

7. The vehicle crosswind control method according to claim 6, characterized in that, The direction of the steering control is opposite to the direction of the current crosswind force, and the intensity of the steering control is determined by the current yaw rate of the vehicle and the current active force; the power control increases the wheel-end torque of the first wheel and decreases the wheel-end torque of the second wheel; the braking control decreases the wheel-end torque of the second wheel, wherein the first wheel is the wheel of the vehicle that is away from the current crosswind force, and the second wheel is the wheel of the vehicle that is close to the current crosswind force.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the vehicle crosswind control method as described in any one of claims 1-7.

9. A controller, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle crosswind control method as described in any one of claims 1-7.

10. A vehicle, characterized in that, Includes the controller as described in claim 9.

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