Vehicle control method and device, computer device and storage medium

Abstract

This invention relates to the field of vehicle control technology, disclosing a vehicle control method, device, computer equipment, and storage medium. It collects wind noise signals during vehicle operation, identifies the current crosswind intensity based on the wind noise signals, and determines the vehicle's current lateral acceleration based on the crosswind intensity. When crosswind stability intervention is triggered, the vehicle's wheel steering angle is adjusted to a target state based on the crosswind intensity and lateral acceleration to counteract the crosswind's impact on the vehicle's movement. This invention utilizes wind noise as a signal source to identify the current crosswind intensity, thereby determining the vehicle's lateral acceleration. When crosswind stability intervention is triggered, the wheel steering angle is actively adjusted to a target state based on the crosswind intensity and lateral acceleration to counteract the crosswind's disturbance to vehicle movement. This solves the technical problem of inaccurate crosswind perception and insufficient vehicle stability in related technologies, improving the vehicle's driving stability and safety under crosswind conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically to vehicle control methods, devices, computer equipment, and storage media. Background Technology

[0002] Crosswinds are natural airflows perpendicular to the direction of vehicle travel. They are commonly found on cross-sea bridges, mountain wind gaps, tunnel entrances, and elevated road sections. During vehicle travel, especially at high speeds, they can cause lateral displacement, skidding, or even loss of control. This is particularly serious for vehicles with a high center of gravity or light weight, significantly increasing the risk of traffic accidents such as lane departure, collisions, or rollovers.

[0003] The relevant technologies still have shortcomings in crosswind perception and control: At the perception level, most rely on external meteorological data, which has poor real-time performance and is difficult to reflect the transient crosswind conditions in the local environment where the vehicle is located; at the same time, commonly used sensors such as crosswind sensors or weather radars are expensive and bulky, easily affected by terrain and air pressure, and have limited perception accuracy, which can easily lead to false triggering or missed detections. At the control level, they are mostly limited to warning prompts and lack deep integration with the vehicle chassis system, resulting in insufficient vehicle stability under crosswind conditions. Moreover, the control process often generates yaw moment through a single steering adjustment, which can easily cause driver tension and affect the driving experience and safety. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a vehicle control method, device, computer equipment, and storage medium to solve the problem in the related art that inaccurate crosswind perception can easily cause driver tension and insufficient vehicle stability.

[0005] In a first aspect, embodiments of the present invention provide a vehicle control method, the method comprising: Collect wind noise signals during vehicle operation, identify the current crosswind intensity based on the wind noise signals, and determine the current lateral acceleration of the vehicle based on the crosswind intensity; When crosswind stability intervention is triggered on the vehicle, the wheel steering angle of the vehicle is adjusted to the target state according to the crosswind intensity and the lateral acceleration in order to counteract the crosswind effect on the vehicle during driving.

[0006] This invention utilizes wind noise as a signal source to detect crosswinds and identify the current crosswind intensity, thereby determining the vehicle's lateral acceleration. When crosswind stability control intervention is triggered, the wheel steering angle is actively adjusted to the target state based on the crosswind intensity and lateral acceleration to counteract the disturbance of crosswinds to vehicle driving. This solves the technical problem of inaccurate crosswind detection and insufficient vehicle stability in related technologies, and improves the driving stability and safety of vehicles under crosswind conditions.

[0007] In conjunction with the first aspect, in one embodiment, the acquisition of wind noise signals during vehicle operation includes: The wind noise signal is collected by a crosswind sensor installed on the vehicle; The crosswind sensor is disposed within the vehicle's integrated roof-mounted antenna structure. The integrated roof-mounted antenna structure has an internal air duct, and the crosswind sensor is disposed at the end of the air duct to collect acoustic signals generated when airflow passes through the air duct. The integrated roof-mounted antenna structure also houses at least one communication antenna, which is arranged around the periphery of the air duct.

[0008] The air duct structure of this invention can effectively filter or weaken the interference of longitudinal wind speed on the vehicle, thereby decoupling crosswind intensity information from complex integrated airflow noise. It fully utilizes the existing installation location, structural foundation, and roof wiring harness channel of the vehicle-mounted integrated roof antenna structure, eliminating the need for additional openings or large-scale modifications to the vehicle body sheet metal. The structure is simple, saving installation space and cost. Located on the roof, a relatively collision-resistant area, the vehicle-mounted integrated roof antenna structure enhances the device's reliability. Furthermore, due to its modular integration, this device can be adapted as an independent functional module to various vehicle models with existing vehicle-mounted integrated roof antenna structures, without relying on or modifying core hardware systems such as the vehicle chassis and suspension, enhancing its versatility and legitimacy as an optional add-on. Simultaneously, after integrating the air duct and crosswind sensor, the vehicle-mounted integrated roof antenna structure retains and continues to perform its original aerodynamic disturbance and radio signal enhancement / reception functions, achieving a high degree of reuse of structural space and function, improving overall practicality and economy.

[0009] In conjunction with the first aspect, in one implementation, the determination of whether to trigger crosswind stability control intervention for the vehicle is made through the following steps: The vehicle's current real-time speed information is obtained, and the crosswind intensity and the real-time speed information are fused and calculated to obtain the vehicle's crosswind control trigger value. When the crosswind control trigger value is greater than the crosswind control threshold, it is determined that crosswind stability control intervention on the vehicle is triggered, and the wheel steering angle of the vehicle is adjusted to the target state according to the crosswind intensity and the lateral acceleration.

[0010] This invention acquires the vehicle's real-time speed information and fuses it with the identified crosswind intensity to generate a crosswind control trigger value that comprehensively represents the risk of crosswind instability. This trigger value is then compared with a preset crosswind control threshold. Crosswind stability control intervention is only triggered when the trigger value exceeds the threshold. This achieves dynamic adaptation of crosswind intervention decisions to the actual driving state of the vehicle. It solves the technical problems in related technologies where inaccurate intervention timing and the tendency to generate false or missed triggers are caused by relying solely on a single wind pressure signal. Under the premise of ensuring vehicle stability, it accurately controls the timing of crosswind stability control intervention and avoids unnecessary system actions that may interfere with the driver.

[0011] In conjunction with the first aspect or its corresponding implementation, in one implementation, the determination to trigger crosswind stability control intervention on the vehicle includes: The current crosswind condition level of the vehicle is determined based on the rate of change and maximum value of the crosswind control trigger value within a unit of time. Different vehicle control strategies are adopted for different crosswind conditions.

[0012] This invention determines the current crosswind condition level of a vehicle by analyzing the rate of change and maximum value of the crosswind control trigger value per unit time, and then adapts differentiated vehicle control strategies for different levels. By using the urgency and upper limit of crosswind disturbance as the classification criteria, it achieves refined identification and response to different crosswind scenarios such as gusts, steady-state strong winds, and mild turbulence. It solves the technical problem in related technologies where a single control mode cannot simultaneously meet the needs of emergency avoidance and smooth driving, achieving precise matching of control resources and response methods, thereby improving vehicle and system stability under crosswind conditions.

[0013] In conjunction with the first aspect or its corresponding implementation, in one implementation, the crosswind condition level includes a first crosswind condition level, a second crosswind condition level, and a third crosswind condition level; the adoption of corresponding vehicle control strategies for different crosswind condition levels includes: When the vehicle is currently in the first crosswind condition level, the vehicle's steering actuator is invoked to execute an adversarial steering strategy and apply corresponding braking force to at least one wheel. When the vehicle is currently in the second crosswind condition level, the front and rear wheels of the vehicle are controlled to steer in a coordinated manner to generate compensating yaw moment and compensating lateral force. When the vehicle is currently in the third crosswind condition level, the suspension height of the vehicle is lowered and a four-wheel steering adjustment is performed on the vehicle.

[0014] This invention effectively solves the technical problem in related technologies that it is difficult to balance extreme safety, smoothness and energy efficiency when using a single control strategy by dividing crosswind conditions into different crosswind condition levels and configuring differentiated control strategies for each level. It achieves a precise match between control resources and response methods, thereby improving vehicle stability and system stability under crosswind conditions.

[0015] In conjunction with the first aspect, in one embodiment, the wheel steering angle includes the front wheel steering angle and the rear wheel steering angle, and adjusting the vehicle's wheel steering angle to the target state based on crosswind intensity and lateral acceleration includes: The aerodynamic force of crosswind acting on the vehicle is decomposed into lateral force and yaw moment, wherein the yaw moment includes yaw moment in a first direction and yaw moment in a second direction. Wherein, the lateral force is used to determine the lateral acceleration, and the yaw moment is determined by the relative position of the center of crosswind pressure and the center of mass of the vehicle; when the center of crosswind pressure is in front of the center of mass, the yaw moment is a first-direction yaw moment that causes the front of the vehicle to deviate from the crosswind; when the center of crosswind pressure is behind the center of mass, the yaw moment is a second-direction yaw moment that causes the rear of the vehicle to deviate from the crosswind. By controlling the front wheel steering angle to be equal in magnitude and in the same direction as the rear wheel steering angle, a compensating lateral force opposite in direction to the lateral force is obtained; By controlling the steering angle of the front wheel and the steering angle of the rear wheel to form an angle difference, a compensating yaw moment opposite to the direction of the yaw moment is obtained; wherein, the angle difference includes the front wheel steering angle and the rear wheel steering angle having the same direction but different magnitudes, or opposite directions.

[0016] This invention decomposes the aerodynamic forces exerted on a vehicle by crosswinds into lateral forces and yaw moments. The direction of the yaw moment is determined based on the relative position of the wind pressure center and the vehicle's center of gravity. Compensating lateral forces are generated by steering in the same direction with both front and rear wheels, and compensating yaw moments are generated by the angle difference between the front and rear wheels. This achieves precise cancellation of the lateral forces and yaw moments generated by crosswinds, solving the technical problem in related technologies where a single steering mode cannot simultaneously suppress the translational and rotational disturbances of crosswinds, resulting in insufficient control precision. It achieves active stability control of the vehicle's attitude, significantly improving its anti-disturbance capability and ride comfort under crosswind conditions.

[0017] In conjunction with the first aspect or its corresponding implementation, in one implementation, controlling the front wheel steering angle and the rear wheel steering angle of the vehicle to form an angle difference further includes: Obtain the desired yaw rate of the vehicle and the actual yaw rate of the vehicle caused by the crosswind; Calculate the difference between the desired yaw rate and the actual yaw rate; The front wheel steering angle or the rear wheel steering angle is adjusted based on the difference to control the desired yaw rate to be consistent with the actual yaw rate.

[0018] This invention obtains the vehicle's desired yaw rate and the actual yaw rate caused by crosswinds, calculates the difference between the two, and dynamically adjusts the front wheel steering angle or rear wheel steering angle based on this difference. This ensures that the actual yaw rate follows the desired value in real time, thereby correcting and adjusting the yaw moment compensation. This solves the technical problems of open-loop control in related technologies, which cannot adapt to dynamic changes in crosswinds and has insufficient compensation accuracy. It achieves adaptive suppression of crosswind disturbances and ensures that the vehicle's driving direction is always consistent with the driver's intention.

[0019] In conjunction with the first aspect or its corresponding implementation, in one implementation, the method further includes: When the tire adhesion of the vehicle reaches the limit condition, if the difference between the expected yaw rate and the actual yaw rate is still greater than the angular velocity difference threshold, the electronic stability control system of the vehicle is triggered to perform active braking control and withdraw crosswind stability control intervention on the vehicle.

[0020] This invention monitors the vehicle's tire adhesion status and, when it reaches its limit, further determines whether the difference between the desired and actual yaw rates is still greater than a threshold value. If the condition is met, the electronic stability control system is triggered to execute active braking control, and crosswind stability intervention is simultaneously disengaged. This effectively solves the technical problem that parallel control of multiple systems under extreme conditions may lead to command conflicts and exacerbate vehicle instability. It enables seamless takeover by a higher-priority electronic stability control system when crosswind interference exceeds the steering system's compensation capacity, ensuring the uniqueness of control and decision-making efficiency under extreme conditions, fundamentally guaranteeing the vehicle's ultimate stability and safety.

[0021] In conjunction with the first aspect or its corresponding implementation, in one implementation, the method further includes: Record the trigger frequency of the crosswind stabilization intervention and compare the trigger frequency with a preset trigger frequency threshold; If the triggering frequency is greater than the triggering frequency threshold, a safety prompt message will be displayed on the vehicle's human-machine interface. The safety prompt message is used to remind the driver to adjust the vehicle's driving status.

[0022] This invention enables drivers to shift from passively accepting intervention to actively adjusting their driving behavior, thereby achieving a higher level of proactive safety through human-system collaboration. It is applicable to scenarios such as long-distance highway cruising where drivers may become less vigilant due to monotonous road conditions, and effectively compensates for the shortcomings of automatic control systems in terms of continuous risk warning and driving strategy suggestions.

[0023] In conjunction with the first aspect or its corresponding implementation, in one embodiment, the vehicle includes front wheels and rear wheels, and the method further includes: In response to the crosswind stability intervention, when the crosswind control trigger value is less than or equal to the crosswind control threshold, the wheel steering angle of the vehicle is restored from the target state to the initial state by a preset gradient limit; wherein, the initial state is used to characterize the state of the wheel steering angle before the crosswind control intervention is implemented on the vehicle; the target state is used to characterize the state in which the front wheels and the rear wheels of the vehicle turn in the same direction.

[0024] This invention, in response to crosswind stability control intervention, when the crosswind control trigger value is less than or equal to the crosswind control threshold, smoothly restores the wheel steering angle from the target state of crosswind resistance to the initial state before intervention using a preset gradient limit. The target state is a state where the front and rear wheels are steering in the same direction. By introducing a slope limit and time calibration mechanism for steering angle recovery, this invention solves the technical problem in related technologies where sudden changes in wheel steering angle during intervention withdrawal can easily cause secondary vehicle vibration or deviation, leading to driver tension. This improves the smoothness and stability of crosswind stability control function intervention and withdrawal.

[0025] In conjunction with the first aspect, in one embodiment, the method further includes: When the vehicle is in the target scenario, the determination of whether the vehicle has triggered crosswind stability control intervention is exited.

[0026] This invention identifies whether the vehicle is in a target scenario and, if so, proactively exits the judgment process regarding whether to trigger crosswind stability control intervention. It introduces a scenario arbitration mechanism based on vehicle state perception, achieving priority coordination between the crosswind stability control function and other core vehicle control functions. This ensures collaborative compatibility between control systems under complex operating conditions, guaranteeing the reliability and safety of the vehicle's integrated functions.

[0027] Secondly, embodiments of the present invention provide a vehicle four-wheel steering control method, the method comprising: The crosswind intensity and the lateral acceleration generated by the crosswind are obtained when the vehicle is in motion. The aerodynamic force of crosswind acting on the vehicle is decomposed into lateral force and yaw moment; Based on the lateral force, a steering angle is determined that is equal in magnitude and in the same direction as the steering angle of the front wheels and the steering angle of the rear wheels, so that the vehicle generates a compensating lateral force in the opposite direction to the lateral force. The angle difference between the front wheel steering angle and the rear wheel steering angle is determined based on the yaw moment, so that the vehicle generates a compensating yaw moment in the opposite direction to the yaw moment. The front and rear wheels of the vehicle are controlled to steer to the target state according to the same steering angle and the angle difference, respectively, so as to counteract the crosswind effect on the vehicle during driving.

[0028] This invention obtains crosswind intensity and lateral acceleration, decomposes crosswind aerodynamic forces into lateral forces and yaw moments, determines equal and unidirectional steering angles for the front and rear wheels based on the lateral forces to generate compensating lateral forces, and determines the angle difference between the front and rear wheels based on the yaw moments to generate compensating yaw moments. By controlling the front and rear wheels to steer to the target state according to the unidirectional steering angles and angle differences, it achieves precise cancellation of translational and rotational disturbances caused by crosswinds. This solves the technical problems of related technologies where a single steering mode cannot simultaneously compensate for lateral forces and yaw moments, and the control dimension is limited. It achieves all-round active stability control of vehicle attitude, significantly improving the anti-disturbance capability and driving comfort under crosswind conditions.

[0029] Thirdly, embodiments of the present invention provide a computer device, including: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment or the second aspect.

[0030] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions, which are used to cause a computer to perform the methods described in the first aspect or any corresponding embodiment or the second aspect.

[0031] Fifthly, embodiments of the present invention provide a vehicle, comprising: Vehicle body; An integrated rooftop antenna structure is mounted on the vehicle body. The integrated rooftop antenna structure has an internal air duct, and a crosswind sensor for collecting wind noise signals is installed inside the air duct. At least one communication antenna is arranged around the air duct. A four-wheel steering system, including front wheel steering actuators and rear wheel steering actuators, is used to control the front wheel steering angle and the rear wheel steering angle; The controller is connected to the vehicle-mounted integrated rooftop antenna structure and the four-wheel steering system, respectively, and the controller is used to execute the method of the first aspect or any corresponding embodiment or the second aspect described above. Attached Figure Description

[0032] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of an application scenario according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of a vehicle control method according to some embodiments of the present invention; Figure 3 This is a logic diagram of a vehicle control method according to some embodiments of the present invention; Figure 4 This is a schematic diagram illustrating the principle of a vehicle control method according to some embodiments of the present invention; Figure 5 This is yet another schematic diagram of the vehicle control method according to some embodiments of the present invention; Figure 6 This is a schematic diagram of the four-wheel steering control process of a vehicle according to some embodiments of the present invention; Figure 7 This is a structural block diagram of a vehicle control device according to an embodiment of the present invention; Figure 8 This is a structural block diagram of a vehicle four-wheel steering control device according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0036] 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 one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0037] As an optional application scenario of this invention, such as Figure 1 As shown, the vehicle control system may include at least one terminal device and at least one server. Figure 1 The system is illustrated in the example, which includes a computer 101, a mobile terminal 102, and a server 103, and the terminal devices such as the computer 101 and the mobile terminal 102 are connected to the server 103 through a network 110.

[0038] Specifically, the terminal device can be a smartphone, tablet, laptop, PDA, desktop computer, game console, smart TV, smart wearable device, in-vehicle terminal, VR (Virtual Reality) device, AR (Augmented Reality) device, etc. Server 103 can be a standalone physical server, a server cluster, a distributed system, or a cloud server providing cloud services. Network 110 can be a wired or wireless network, examples of which include, but are not limited to, the Internet, corporate intranet, local area network, wide area network, mobile communication network, and combinations thereof.

[0039] Crosswinds are natural airflows perpendicular to the direction of vehicle travel. They are commonly found on cross-sea bridges, mountain wind gaps, tunnel entrances, and elevated road sections. During vehicle travel, especially at high speeds, they can cause lateral displacement, skidding, or even loss of control. This is particularly serious for vehicles with a high center of gravity or light weight, significantly increasing the risk of traffic accidents such as lane departure, collisions, or rollovers.

[0040] The relevant technologies still have shortcomings in crosswind perception and control: At the perception level, most rely on external meteorological data, which has poor real-time performance and is difficult to reflect the transient crosswind conditions in the local environment where the vehicle is located; at the same time, commonly used sensors such as crosswind sensors or weather radars are expensive and bulky, easily affected by terrain and air pressure, and have limited perception accuracy, which can easily lead to false triggering or missed detections. At the control level, they are mostly limited to warning prompts and lack deep integration with the vehicle chassis system, resulting in insufficient vehicle stability under crosswind conditions. Moreover, the control process often generates yaw moment through a single steering adjustment, which can easily cause driver tension and affect the driving experience and safety.

[0041] According to an embodiment of the present invention, a vehicle control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0042] This embodiment provides a vehicle control method that can be used in the aforementioned vehicle control system. Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Collect wind noise signals during vehicle operation, identify the current crosswind intensity based on the wind noise signals, and determine the current lateral acceleration of the vehicle based on the crosswind intensity.

[0043] Step S202: When crosswind stability control intervention is triggered, the vehicle's wheel steering angle is adjusted to the target state based on the crosswind intensity and lateral acceleration to counteract the crosswind effects on the vehicle during driving.

[0044] The vehicle control method provided in this embodiment collects wind noise signals during vehicle operation, identifies the current crosswind intensity based on the wind noise signals, and determines the vehicle's current lateral acceleration based on the crosswind intensity. When crosswind stability control intervention is triggered, the vehicle's wheel steering angle is adjusted to a target state based on the crosswind intensity and lateral acceleration to counteract the crosswind's impact on the vehicle's movement. This invention utilizes wind noise as a signal source to identify the current crosswind intensity, thereby determining the vehicle's lateral acceleration. When crosswind stability control intervention is triggered, the wheel steering angle is actively adjusted to a target state based on the crosswind intensity and lateral acceleration to counteract the crosswind's disturbance to the vehicle's movement. This solves the technical problem of inaccurate crosswind perception and insufficient vehicle stability in related technologies, improving the vehicle's driving stability and safety under crosswind conditions.

[0045] The steps described above are explained in detail below.

[0046] In step S201, wind noise signals during vehicle operation are collected, the current crosswind intensity is identified based on the wind noise signals, and the current lateral acceleration of the vehicle is determined based on the crosswind intensity.

[0047] In one embodiment, collecting wind noise signals of the vehicle during operation includes: Wind noise signals are collected by a crosswind sensor installed in the vehicle; The crosswind sensor is installed inside the vehicle's integrated roof-mounted antenna structure. The integrated roof-mounted antenna structure has an internal air duct, and the crosswind sensor is located at the end of the air duct to collect the acoustic signal generated when the airflow passes through the air duct. The integrated roof-mounted antenna structure also houses at least one communication antenna, which is arranged around the air duct.

[0048] To achieve accurate acquisition of wind noise signals, this embodiment makes functional improvements to the existing vehicle-mounted integrated roof antenna structure. The vehicle-mounted integrated roof antenna structure refers to an integrated antenna assembly with a streamlined appearance, installed on the roof of the vehicle. It typically houses various communication antenna modules for functions such as radio signal reception, GPS navigation, and satellite broadcasting.

[0049] Specifically, the vehicle-mounted integrated top-mounted antenna structure in this embodiment can be a shark fin antenna structure. The shark fin antenna structure has a dedicated air duct inside. The geometry, cross-sectional dimensions, and internal surface roughness of the air duct have been optimized by aerodynamics to enable the crosswind airflow passing through the air duct to generate sound signals with recognizable characteristic frequencies and amplitudes.

[0050] The crosswind sensor is set at the end of the air duct or at a specific location inside. In this embodiment, the crosswind sensor refers to a high-sensitivity microphone or MEMS (microelectromechanical system) sound pressure sensor, which is sealed and installed at a specific location in the air duct to collect the characteristic wind noise signal generated by the airflow in the air duct and convert it into an electrical signal.

[0051] Due to the shark fin antenna's upright shape and protruding position on the roof, it is extremely sensitive to crosswinds. The air duct structure in this embodiment effectively filters or weakens the interference of longitudinal wind speed on the vehicle, thereby decoupling crosswind intensity information from complex integrated airflow noise and enhancing the response sensitivity to crosswinds. Furthermore, to fully utilize the internal space of the integrated roof-mounted antenna structure, at least one communication antenna is also housed within it. The communication antenna is positioned around the air duct, i.e., installed around the side, below, or in other locations that do not interfere with the airflow channel. This layout ensures the normal operation of both the air duct and the crosswind sensor while fully preserving the original signal reception function. It achieves tight integration of the crosswind sensing module and the communication antenna module within the same physical housing, eliminating the need for additional modifications to the vehicle body structure and saving installation space and manufacturing costs.

[0052] The vehicle-mounted integrated rooftop antenna structure in this embodiment fully utilizes existing installation locations, structural foundations, and roof wiring harness channels, eliminating the need for additional openings or large-scale modifications to the vehicle body sheet metal. Its simple structure saves installation space and costs. Located on the roof, an area relatively less susceptible to collision damage, the device's reliability is enhanced. Furthermore, due to its modular integration, this device can be adapted as an independent functional module to various vehicle models already equipped with shark fin antennas, without relying on or modifying core hardware systems such as the vehicle chassis and suspension, thus enhancing its versatility and legitimacy as an optional add-on. Simultaneously, after integrating the air duct and crosswind sensor, the vehicle-mounted integrated rooftop antenna structure retains and continues to perform its original aerodynamic disturbance and radio signal enhancement / reception functions, achieving a high degree of reuse of structural space and function, improving overall practicality and economy.

[0053] The characteristic information of wind noise signals refers to the key parameters that can characterize the crosswind intensity extracted from wind noise signals through signal processing techniques. Specifically, it can include the sound pressure level amplitude, power spectral density distribution, dominant frequency offset, or statistical characteristics of sound pulses within a specific frequency band.

[0054] Crosswind intensity refers to the quantified value of wind force or wind pressure acting on the side of a vehicle. It includes not only wind speed but also the relative angle between the wind direction and the vehicle's driving direction, together forming a physical quantity that characterizes the amount of disturbance energy exerted by the crosswind on the vehicle. In this embodiment, the range of crosswind intensity is defined as [0,1], with a minimum of 0 and a maximum of 1.

[0055] Lateral acceleration refers to the acceleration component perpendicular to the vehicle's current direction of travel, directly or indirectly caused by crosswind aerodynamic forces. It is the direct dynamic factor that causes unstable states such as lateral drift and yaw in vehicles.

[0056] Next, the vehicle's onboard ECU or dedicated processor preprocesses the wind noise signal collected by the crosswind sensor, including noise reduction, filtering, and feature extraction. During preprocessing, the focus is on characteristic frequency bands strongly correlated with the shark fin duct structure. Since the duct's geometry and aerodynamic characteristics are fixed, a calibrated one-to-one mapping relationship exists between crosswind intensity and characteristic parameters of the wind noise signal generated within the duct, such as the sound pressure level of characteristic frequency bands. By querying a pre-stored calibration mapping database, the real-time extracted sound feature information can be converted into a precise value corresponding to the current crosswind intensity.

[0057] Then, the lateral acceleration is determined based on the value corresponding to the crosswind intensity. Specifically, based on vehicle aerodynamics principles, the vehicle's current speed, yaw rate, and other state parameters are acquired in real time via an onboard network such as the CAN bus. Combining the known lateral projected area of ​​the vehicle, air density, and the lateral aerodynamic coefficients obtained through experiments or simulations, the lateral aerodynamic force generated by the current crosswind acting on the vehicle is determined.

[0058] Finally, based on Newton's second law and the known or estimated mass of the vehicle, the lateral acceleration applied to the vehicle's center of mass caused by this lateral aerodynamic force can be calculated.

[0059] Reference Figure 3 This diagram illustrates the logic of a vehicle control method according to some embodiments of the present invention. Specifically, it first detects whether the vehicle is traveling on a side slope. If so, it detects the slope of the current side slope. If the slope is greater than a pre-calibrated slope range, the lateral acceleration is directly set to 0. If the slope is within the pre-calibrated slope range, it continues to detect whether the steering wheel angle is within a pre-calibrated steering wheel angle range. If the steering wheel angle is greater than the pre-calibrated steering wheel angle range, the lateral acceleration is directly set to 0. If the steering wheel angle is within the pre-calibrated slope range, the current lateral acceleration value of the vehicle can be output.

[0060] In step S202, when crosswind stability control intervention is triggered, the vehicle's wheel steering angle is adjusted to the target state based on the crosswind intensity and lateral acceleration to counteract the crosswind effects on the vehicle during driving.

[0061] In one embodiment, the determination of whether to trigger crosswind stability control intervention for the vehicle is made through the following steps: Obtain the vehicle's current real-time speed information, fuse the crosswind intensity and real-time speed information to calculate the vehicle's crosswind control trigger value; When the crosswind control trigger value is greater than the crosswind control threshold, it is determined that crosswind stability control intervention on the vehicle is triggered.

[0062] Real-time vehicle speed information refers to the instantaneous value representing the current longitudinal speed of a vehicle, obtained through the vehicle's CAN bus or wheel speed sensors. Crosswind effect and vehicle speed usually exhibit a non-linear coupling relationship.

[0063] Crosswind control trigger value is used to characterize the degree of risk of crosswind instability faced by a vehicle under the combined effect of current crosswind intensity and real-time vehicle speed.

[0064] The preset crosswind control threshold refers to the safety boundary value or critical value that is determined in advance and stored in the control system through extensive real-vehicle testing, simulation, or theoretical analysis. It represents the upper limit of the crosswind instability risk that the vehicle control system can tolerate under the current vehicle configuration and driving conditions.

[0065] Specifically, the crosswind intensity and real-time vehicle speed are fused and calculated using the following formula to generate a crosswind control trigger value that reflects the current overall risk situation:

[0066] In the formula, Indicates the crosswind control trigger value; This indicates the calibration quantity designed to increase the impact of vehicle speed on crosswind control; The longitudinal speed of the vehicle can be obtained from real-time speed information; Indicates crosswind intensity; This indicates that the inaccurate reduction of crosswind intensity at high vehicle speeds led to the false triggering of the design. This indicates the vehicle's lateral acceleration.

[0067] Subsequently, the real-time calculated crosswind control trigger value is compared with a preset crosswind control threshold. The crosswind control threshold is not fixed; it can be fine-tuned based on estimated values ​​that may affect vehicle safety, such as the vehicle's load status, chassis height mode, and even the road surface adhesion coefficient, to more accurately match the vehicle's actual stability boundary. Only when the crosswind control trigger value exceeds the preset threshold does the vehicle control system determine that the current crosswind risk has exceeded the safety boundary, and that the vehicle may not be able to maintain stable driving solely through driver control or the basic stability system, thus triggering crosswind stability control intervention. The judgment mechanism in this embodiment effectively avoids unnecessary system intervention in low-risk conditions while ensuring timely and reliable activation of protective measures in high-risk conditions, achieving a balance between safety and driving experience.

[0068] Figure 4This is a schematic diagram illustrating the principle of a vehicle control method according to some embodiments of the present invention. In the diagram, 'a' represents the case where the wind pressure center is located in front of the center of mass, 'b' represents the case where the wind pressure center is located behind the center of mass, and 'F' represents crosswind from the right side of the vehicle. Traditional methods rely on steering wheel angle input to generate a yaw moment around the vehicle's vertical axis to counteract lateral slip. However, this active steering intervention can cause the driver to feel abrupt and tense due to the significant yaw motion. In this embodiment, when the vehicle activates crosswind stability control intervention, an innovative "crab mode" mechanical control strategy based on four-wheel cooperative steering is introduced. Specifically, by independently controlling the front and rear wheel steering angles, all four wheels deflect in the same direction at the same or specific angle. In this state, the vehicle as a whole generates a direct lateral force, rather than preferentially inducing yaw. This lateral force can be precisely used to counteract the lateral aerodynamic force exerted on the vehicle body by the crosswind, thereby directly neutralizing wind disturbance from a force balance perspective, greatly reducing the driver's perception of the crosswind, and avoiding tension and discomfort caused by sudden yaw.

[0069] In one embodiment, the wheel steering angle includes the front wheel steering angle and the rear wheel steering angle. Adjusting the vehicle's wheel steering angle to a target state based on crosswind intensity and lateral acceleration includes: The aerodynamic force of crosswind acting on a vehicle is decomposed into lateral force and yaw moment. The yaw moment includes yaw moment in the first direction and yaw moment in the second direction. Among them, the lateral force is used to determine the lateral acceleration, and the yaw moment is determined by the relative position of the center of crosswind pressure and the center of mass of the vehicle; when the center of crosswind pressure is in front of the center of mass, the yaw moment is the first yaw moment that causes the front of the vehicle to deviate from the crosswind; when the center of crosswind pressure is behind the center of mass, the yaw moment is the second yaw moment that causes the rear of the vehicle to deviate from the crosswind. By controlling the steering angle of the front wheels to be equal in magnitude and in the same direction as the steering angle of the rear wheels, a compensating lateral force is obtained that is opposite in direction to the lateral force. By controlling the steering angle of the front wheels and the steering angle of the rear wheels to form an angle difference, a compensating yaw moment opposite to the direction of the yaw moment is obtained; wherein, the angle difference includes the front wheel steering angle and the rear wheel steering angle having the same direction but different magnitudes, or opposite directions.

[0070] Furthermore, this embodiment establishes a mechanical model of crosswind action based on aerodynamic principles. The effect of crosswind on a vehicle can be decomposed into two parts: lateral force and yaw moment. The specific combination of these parts depends on the relative position of the wind pressure center and the vehicle's center of mass. If the center of wind pressure and the vehicle's center of gravity are on the same longitudinal horizontal line, crosswinds only generate lateral forces and do not create yaw moments. If the center of wind pressure is in front of the center of gravity, that is, close to the front axle, it will generate a yaw moment that causes the front of the vehicle to deviate from the wind direction, for example, a right-side wind will generate a counterclockwise moment. If the center of wind pressure is behind the center of gravity, that is, close to the rear axle, it will generate a yaw moment that causes the rear of the vehicle to deviate from the wind direction, for example, a right-side wind will generate a clockwise moment.

[0071] Based on the aforementioned mechanical model, this embodiment can apply lateral force compensation and yaw moment compensation to the vehicle. Lateral force compensation is achieved by controlling the steering angles of the front and rear wheels to be equal in magnitude and direction, generating a lateral force that is opposite in direction and adjustable in magnitude to the crosswind lateral force, thus achieving direct force balance. Yaw moment compensation is achieved by controlling the steering angles of the front and rear wheels to create an angular difference, including having the same direction but different magnitudes, or opposite directions, generating a compensating yaw moment that is opposite in direction and controllable in magnitude to the crosswind yaw moment, thus achieving active torque cancellation.

[0072] Therefore, when the system determines that the vehicle has entered the crosswind control range, it calculates the crosswind lateral force and yaw moment in real time to determine the optimal combination of the required front wheel steering angle and rear wheel steering angle. Through the coordinated execution of the four-wheel steering system, this solution can synchronously and accurately counteract the dual interference of lateral force and yaw moment brought by crosswind, thereby improving vehicle stability and significantly enhancing ride comfort and safety.

[0073] Figure 5 This is another schematic diagram illustrating the principle of a vehicle control method according to some embodiments of the present invention. In the diagram, 'a' represents the case where the center of wind pressure is located before the center of mass, 'b' represents the case where the center of wind pressure is located after the center of mass, and 'F' represents a crosswind from the right side of the vehicle. In this embodiment, the steering angles of the front and rear wheels are determined by calibration based on the wind direction and strength. For example, when the vehicle is traveling forward and encounters a crosswind from the right, whose lateral force causes the vehicle to tend to veer to the left, the vehicle control system will instruct both the front and rear wheels to deflect to the right by the same calibrated angle. Thus, all four wheels collectively generate a rightward lateral force, directly counteracting the leftward lateral force generated by the crosswind, thereby suppressing the vehicle's lateral drift at its source.

[0074] In one embodiment, controlling the front wheel steering angle and the rear wheel steering angle of the vehicle to form an angle difference further includes: Obtain the vehicle's desired yaw rate and the vehicle's actual yaw rate caused by crosswinds; Calculate the difference between the desired yaw rate and the actual yaw rate; Adjust the front or rear wheel steering angle based on the difference to ensure that the desired yaw rate matches the actual yaw rate.

[0075] If a yaw moment is generated due to crosswinds, and the driver's steering wheel remains unchanged, the calculated expected yaw rate will remain constant. However, the vehicle will experience a yaw rate due to the crosswinds, causing a deviation between the expected and actual yaw rates. This deviation will be offset by increasing the front or rear wheel steering angle to ensure that the expected and actual yaw rates are consistent, thereby counteracting the yaw moment.

[0076] Specifically, when a vehicle experiences unexpected yaw motion due to crosswinds, the desired yaw rate and the actual yaw rate are first acquired. The desired yaw rate is calculated in real-time based on the driver's steering wheel angle input and current vehicle speed, representing the driver's desired trend in the vehicle's direction of travel. When the driver is not operating the steering wheel, this desired yaw rate remains at or near zero. The actual yaw rate is acquired in real-time by a gyroscope sensor positioned near the vehicle's center of gravity, reflecting the actual yaw motion of the vehicle under the current crosswind disturbance.

[0077] Because the yaw moment generated by crosswinds can cause a vehicle to deviate from the driver's intended direction, the actual yaw rate will differ from the expected yaw rate. For example, when a vehicle is subjected to a crosswind from the right and the center of wind pressure is in front of the center of gravity, the front of the vehicle will turn to the left, generating an actual yaw rate that is not intended by the driver. At this time, the driver has not turned the steering wheel, and the expected yaw rate is zero, thus creating a difference between the two.

[0078] The difference between the desired yaw rate and the actual yaw rate is calculated in real time. Based on the magnitude and direction of this difference, the front or rear wheel steering angle is adjusted to change the angular difference between the front and rear wheels, thereby generating a compensating yaw moment that is opposite to the direction of the crosswind yaw moment. The function of this compensating yaw moment is to gradually eliminate the deviation between the actual yaw rate and the desired value, so that the actual yaw rate follows the desired yaw rate in real time until the two are consistent.

[0079] This embodiment obtains the vehicle's desired yaw rate and the actual yaw rate caused by crosswinds, calculates the difference between the two, and dynamically adjusts the front wheel steering angle or rear wheel steering angle based on this difference. This ensures that the actual yaw rate follows the desired value in real time, thereby correcting and adjusting the yaw moment compensation. It can adaptively adjust the steering angle of all four wheels to counteract the yaw moment generated by crosswinds when crosswind interference continues to change, ensuring that the vehicle's driving direction is always consistent with the driver's intention. This improves tracking stability under crosswind conditions and solves the technical problems of open-loop control being unable to adapt to dynamic changes in crosswinds and insufficient compensation accuracy in related technologies. It achieves adaptive suppression of crosswind disturbances.

[0080] In one embodiment, the method further includes: When the vehicle's tire adhesion reaches its limit, if the difference between the desired yaw rate and the actual yaw rate is still greater than the yaw rate difference threshold, the vehicle's electronic stability control system will be triggered to execute active braking control and withdraw crosswind stability control intervention.

[0081] When a vehicle reaches its limits, such as when tire adhesion approaches saturation, even with the aforementioned steering compensation, the actual yaw rate still deviates significantly from the expected value, indicating that crosswind interference has exceeded the steering system's individual compensation capability. At this point, the vehicle's chassis control system (such as ESC) will intervene and activate its core control functions, such as active braking, based on a higher-priority stability assessment. Once the system detects that the core control function of the chassis control system has been triggered, it will immediately deactivate the crosswind stability control function and release active control commands to all steering actuators. This ensures the uniqueness of control and the highest efficiency of decision-making under extremely dangerous conditions, avoiding logical conflicts that may arise from parallel control of multiple systems, and fundamentally guaranteeing vehicle stability.

[0082] Specifically, when a vehicle is traveling on a low-friction surface such as ice, snow, or slippery surfaces, and the adhesion between the tires and the road surface is close to the saturation limit, even if the four-wheel steering system has performed closed-loop compensation control based on the yaw rate deviation as described above, if the difference between the actual yaw rate and the expected yaw rate is still greater than the preset yaw rate difference threshold, it indicates that the current crosswind interference intensity has exceeded the individual compensation capability of the four-wheel steering system, and the vehicle is on the verge of instability.

[0083] In this situation, since the electronic stability control system is the core control unit of the chassis active safety, it has a higher control priority. It can generate a yaw moment that is much greater than that provided by the four-wheel steering system by independently applying active braking force to one or more wheels, thereby quickly stabilizing the vehicle posture under extreme conditions.

[0084] Meanwhile, to ensure the exclusivity of control and avoid command conflicts that may arise from parallel control of multiple systems, in this embodiment, once the electronic stability control system is triggered and begins to execute active braking control, the crosswind stability control intervention function will immediately and unconditionally exit, and will release active control commands to all steering actuators such as the front wheel steering motor and the rear wheel steering motor, handing over all stability control of the vehicle to the electronic stability control system.

[0085] This embodiment monitors the vehicle's tire adhesion status and, when it reaches its limit, further determines whether the difference between the desired yaw rate and the actual yaw rate is still greater than a threshold value. If the condition is met, the electronic stability control system is triggered to execute active braking control and simultaneously exit crosswind stability intervention. This effectively solves the technical problem that related technologies may generate command conflicts and exacerbate vehicle instability under extreme conditions due to parallel control of multiple systems. It enables seamless takeover by the higher-priority electronic stability control system when crosswind interference exceeds the steering system's compensation capacity, ensuring the uniqueness of control and decision-making efficiency under extreme conditions, and fundamentally guaranteeing the ultimate stability and safety of the vehicle.

[0086] In one embodiment, determining whether to trigger crosswind stability control intervention for the vehicle includes: The current crosswind condition level of the vehicle is determined based on the rate of change and maximum value of the crosswind control trigger value per unit time. Different vehicle control strategies are adopted for different crosswind conditions.

[0087] In one specific embodiment, the crosswind condition levels include a first crosswind condition level, a second crosswind condition level, and a third crosswind condition level; corresponding vehicle control strategies are adopted for different crosswind condition levels, including: When the vehicle is currently in the first level of crosswind conditions, the vehicle's steering actuators are invoked to execute an adversarial steering strategy and apply corresponding braking force to at least one wheel. When the vehicle is currently in the second crosswind condition level, control the front and rear wheels of the vehicle to steer in a coordinated manner to generate compensating yaw moment and compensating lateral force. With the vehicle currently operating under level 3 crosswind conditions, lower the vehicle's suspension height and perform minor adjustments to the four-wheel steering.

[0088] Specifically, the rate of change of the crosswind control trigger value per unit time refers to the speed at which the crosswind control trigger value changes over time, i.e., its derivative or difference value, used to characterize the urgency of crosswind risk. A high rate of change means that the crosswind intensity increases sharply in a very short period of time, posing a transient impact threat to vehicle stability.

[0089] The maximum value of the crosswind control trigger value can refer to the peak value reached by the trigger value in a single crosswind event or within a specific time window. It is used to characterize the upper limit of the overall intensity of the crosswind disturbance and reflects the maximum energy input of the crosswind aerodynamic force.

[0090] Crosswind condition levels refer to classifications based on the rate of change and maximum value of crosswind control trigger values, used to characterize the degree and type of crosswind threat. For example, they can be divided into three levels: "strong," "medium," and "weak," each corresponding to typical road surface adhesion conditions, crosswind dynamic scenarios, and matching control targets and actuator combinations.

[0091] Specifically, the vehicle control system monitors the crosswind control trigger value in real time, calculates its rate of change per unit time, and records its maximum value. Based on these two key characteristic parameters, it queries a predefined grading threshold table to determine the current crosswind condition as one of three levels: "strong," "medium," or "weak," and activates the corresponding control strategy accordingly.

[0092] The crosswind condition levels include Level 1, Level 2, and Level 3. At Level 1 (i.e., the strong level), the rate of change and maximum value are within the preset Level 1 range. A typical scenario is a vehicle encountering a sudden, extremely strong gust of wind on a low-traction road surface. This level is characterized by large disturbance energy and its extremely sudden arrival, leaving very little response time for the vehicle control system. At this level, the control objective is to generate a sufficiently large yaw moment as quickly as possible to correct vehicle yaw and side slip, thus counteracting the transient impact of the gust. Since adjustable suspension rises and falls require a relatively long time, and rapid, drastic adjustments may trigger secondary disturbances, the fastest-responding steering actuator is invoked to implement counter-steering, such as active front-wheel steering or rear-wheel steering systems. Simultaneously, to provide additional and stronger yaw moment, the system applies differentiated braking forces to one or more wheels to ensure rapid stabilization of the vehicle's attitude under extreme conditions.

[0093] In the second crosswind condition level (i.e., medium level), the rate of change and maximum value corresponding to this level are within the preset second level range. A typical scenario is encountering a continuous, relatively strong steady-state crosswind on a road surface with normal adhesion. At this time, crosswind disturbances are relatively predictable, and the road surface can provide sufficient lateral force to the tires. The control objective is to smoothly maintain the vehicle's trajectory while avoiding the use of braking to reduce energy consumption and jerking. Therefore, the system mainly or only through coordinated front and rear wheel steering to generate the required yaw moment and lateral force to actively counteract the effects of the crosswind and achieve stable driving.

[0094] In the third crosswind condition level (i.e., the weak level), the rate of change and maximum value corresponding to this level are within the preset third level range, and may be accompanied by low-frequency or small-amplitude fluctuations, such as the mild turbulence frequently encountered on open roads. The control objective is to optimize vehicle stability and comfort with minimal energy consumption and driving experience disturbance. At this time, the system prioritizes a gradual reduction in vehicle suspension height to lower the vehicle's center of gravity and reduce the unfavorable moment arm between the center of lateral wind pressure and the center of gravity, fundamentally enhancing the basis of crosswind stability. Simultaneously, small-angle four-wheel steering fine-tuning can be used to compensate for residual slight sideslip.

[0095] This embodiment effectively solves the technical problem in related technologies that it is difficult to balance extreme safety, smoothness and energy efficiency when using a single control strategy by dividing crosswind conditions into different crosswind condition levels and configuring differentiated control strategies for each level. It achieves a precise match between control resources and response methods, thereby improving vehicle stability and system stability under crosswind conditions.

[0096] In one embodiment, after determining that crosswind stability control intervention for the vehicle has been triggered, the method further includes: Record the trigger frequency of crosswind stabilization intervention and compare the trigger frequency with the preset trigger frequency threshold; If the triggering frequency exceeds the triggering frequency threshold, a safety warning message will be displayed on the vehicle's human-machine interface. The safety warning message is used to remind the driver to adjust the vehicle's driving status.

[0097] Trigger frequency refers to the total number of times the vehicle control system determines and executes crosswind stability intervention actions within a preset statistical time window, such as the past 10 minutes, 1 hour, or a single trip. It is a statistical indicator used to quantify the frequency of crosswind disturbance events in the current driving environment.

[0098] The preset trigger frequency threshold refers to a critical value set after analyzing a large amount of actual road data and conducting safety assessments. The trigger frequency threshold represents the highest frequency at which the vehicle control system is expected to be triggered under normal or acceptable safe driving conditions. When the actual trigger frequency consistently exceeds the trigger frequency threshold, it means that the vehicle may be driving on a special road section with unusually strong, frequent, or prolonged crosswinds, such as continuous wind gaps, overpasses, coastal highways, etc., or that the current driving strategy (such as vehicle speed) is not suitable for the environment.

[0099] Safety alerts refer to visual, auditory, or tactile warning signals output to the driver through the vehicle's human-machine interface. They aim to clearly and promptly alert the driver to the presence of a persistent high-risk crosswind environment and suggest appropriate countermeasures, such as reducing speed, increasing attention, gripping the steering wheel firmly, or suggesting a change of route.

[0100] Specifically, the central processing unit of the vehicle control system is equipped with a trigger event counter and a timer. Each time the system completes a full crosswind stability control intervention—from trigger determination to control execution and subsequent release—the intervention event is recorded and stored in non-volatile memory, while the timer records the timestamp of the event. Subsequently, the total number of trigger events within a recent time window is statistically calculated in real-time or periodically to determine the current real-time trigger frequency, which is then compared with a preset trigger frequency threshold.

[0101] If the comparison results show that the current triggering frequency is consistently higher than the preset triggering frequency threshold, the vehicle is determined to be in a systemic, non-accidental, continuous high-risk crosswind environment. In this situation, while automatic intervention by the system can maintain momentary stability, it may increase the system load and the driver's discomfort from sudden intervention. Therefore, a command is sent to the human-machine interface controller via the vehicle bus to request the display of preset safety warning information on the instrument panel, head-up display, or central control screen. The safety warning information aims to clearly convey the nature of the risk without causing driver panic, such as "Frequent strong crosswind area, please be careful," and may include suggested operating instructions, such as "Please hold the steering wheel firmly, it is recommended to reduce speed appropriately," etc. This embodiment achieves a higher level of proactive safety through human-system collaboration by prompting the driver to shift from passively accepting intervention to actively adjusting driving behavior. It is suitable for scenarios such as long-distance highway cruising where drivers may become less vigilant due to monotonous road conditions, effectively compensating for the shortcomings of vehicle control systems in continuous risk warning and driving strategy suggestions.

[0102] In one embodiment, the vehicle includes front wheels and rear wheels, and the method further includes: In response to crosswind stability intervention, when the crosswind control trigger value is less than or equal to the crosswind control threshold, the vehicle's wheel steering angle is restored from the target state to the initial state by a preset gradient limit; where the initial state is used to characterize the state of the wheel steering angle before the crosswind control intervention is implemented on the vehicle.

[0103] After continuous monitoring, the vehicle control system determines that the comprehensive risk index calculated from the crosswind intensity and vehicle speed has fallen back to within the preset safety boundary, that is, the crosswind control trigger value is less than or equal to the crosswind control threshold. This indicates that the external crosswind disturbance that triggered active intervention has been significantly weakened or disappeared.

[0104] The target state refers to the specific combination of wheel steering angles commanded by the system to achieve optimal crosswind resistance during crosswind stabilization intervention. In this embodiment, the target states include a first target state, a second target state, a third target state, and a fourth target state: The first target state refers to a steering state where the front wheel steering angle and the rear wheel steering angle are equal in magnitude and in the same direction. For example, when a vehicle is subjected to a crosswind from the right, and this crosswind mainly generates lateral force with a relatively small yaw moment, the control system instructs the front wheels to deflect to the right by a calibrated angle, and simultaneously instructs the rear wheels to deflect to the right by the same angle. In this state, all four wheels collectively generate a rightward lateral force, directly counteracting the leftward lateral force generated by the crosswind, thereby suppressing the vehicle's lateral drift at its source. This same-direction steering state is mainly used to compensate for the lateral force component generated by the crosswind.

[0105] The second target state refers to a state where there is a non-zero angle difference between the front wheel steering angle and the rear wheel steering angle. The second target state further includes a second unidirectional target state and a second opposing target state. Specifically, when the yaw moment generated by crosswinds needs to be counteracted, but the yaw moment intensity is moderate, the control system instructs the front and rear wheels to deflect in the same direction, but with different angles; this is the second unidirectional target state. For example, to counteract a yaw moment that causes the car to veer to the left, the control system can instruct the front wheels to deflect to the right by a larger angle. At the same time, the command is given to turn the rear wheels to the right at a small angle. ,in The difference between the front and rear wheel steering angles (i.e. This generates a compensating yaw moment that is opposite to the direction of the crosswind yaw moment, while the common direction of the front and rear wheel steering angles simultaneously generates an auxiliary compensating lateral force.

[0106] When the yaw moment generated by crosswinds is significant and requires stronger compensation, the control system instructs the front and rear wheels to deflect in opposite directions; this is the second reverse target state. For example, to counteract a strong yaw moment that causes the car to yaw to the left, the control system can instruct the front wheels to deflect at an angle to the right. At the same time, the rear wheels are instructed to turn to the left by an angle. , Can and Same size, can also be The sizes are different. The combination of front and rear wheel steering in opposite directions will generate a relatively significant yaw moment to quickly counteract the severe yaw disturbance caused by crosswinds, while not generating a net lateral force.

[0107] In real-world complex crosswind conditions, crosswinds typically generate both lateral forces and yaw moments simultaneously. Therefore, in most cases, the third target state refers to the superposition of the aforementioned same-direction steering state and angle difference state. The control system, through decoupling calculations, determines the reference value of the same-direction steering angle used to counteract the lateral forces, and the angle difference compensation value used to counteract the yaw moments, respectively. These two values ​​are then superimposed to obtain the final front wheel steering angle command values ​​and rear wheel steering angle command values. For example, the final front wheel steering angle = reference value of the same-direction steering angle + angle difference compensation value, and the final rear wheel steering angle = reference value of the same-direction steering angle - angle difference compensation value. Through this superimposed control, this embodiment can simultaneously and independently compensate for the dual disturbances of lateral forces and yaw moments generated by crosswinds.

[0108] In another scenario, when the crosswind control trigger value drops to less than or equal to the crosswind control threshold, and the system is preparing to exit crosswind stability control intervention, the fourth target state refers to the state where the front and rear wheels are turning in the same direction. This fourth target state serves as the starting point for exiting control. From this state, the system gradually restores the wheel angles to their initial state before intervention using a preset gradient limit, thereby avoiding vehicle vibration or deviation caused by sudden changes in steering angle.

[0109] In this embodiment, the target state refers to the fourth target state. Specifically, in response to crosswind stability control intervention, when the crosswind control trigger value is less than or equal to the crosswind control threshold, the vehicle's wheel steering angle is restored from the fourth target state to the initial state with a preset gradient limit. The fourth target state is characterized by the front and rear wheels of the vehicle being controlled to deflect in the same direction at a certain angle, i.e., in-phase steering, thereby quickly generating a yaw moment to directly counteract the yaw motion caused by the crosswind, and possibly simultaneously adjusting the vehicle's sideslip angle. The initial state can refer to the actual steering angle state of the front and rear wheels at the moment before the crosswind stability control intervention is triggered, determined by the driver through steering wheel input or other vehicle control systems.

[0110] The preset gradient limit refers to the maximum value limit set in advance for the rate of change of the wheel steering angle. The gradient limit represents the maximum allowable change in the wheel steering angle per unit time during the process of the wheel returning from the target state to the initial state. It is usually measured in degrees per second (deg / s). This limit is designed to prevent the steering angle from recovering too quickly.

[0111] Specifically, after crosswind stability control intervention is performed on the vehicle, the crosswind control trigger value is continuously monitored. Once the crosswind control trigger value is detected to be less than or equal to the crosswind control threshold, the exit condition for crosswind stability control intervention is met. Based on a pre-calibrated exit time, for example, with a 10-millisecond cycle, the exit time can be calibrated to 10 cycles (i.e., 0.1 seconds), or other reasonable values ​​based on the vehicle's dynamic characteristics. During this calibrated exit time, the various controllers in the vehicle transition from the target state of maintaining crosswind resistance to their initial state. If the wheel steering angle instantly drops to zero from the large anti-crosswind angle, it is equivalent to applying a reverse step steering input, immediately generating a yaw moment in the opposite direction. This can easily cause significant lateral swaying or nose-and-tail-wagging attitude disturbances in the vehicle, i.e., secondary vibration. Secondly, it prevents the vehicle from veering off course. If the recovery process is too slow, even after the crosswind has weakened, the vehicle will continue to yaw to one side due to the residual anti-crosswind steering angle, requiring the driver to correct the steering wheel in the opposite direction, i.e., veering off course. This embodiment, in response to crosswind stability control intervention, when the crosswind control trigger value is less than or equal to the crosswind control threshold, smoothly restores the wheel steering angle from the target state of crosswind resistance to the initial state before intervention using a preset gradient limit. The target state is a state where the front and rear wheels turn in the same direction. By introducing a slope limit and time calibration mechanism for steering angle recovery, this solves the technical problem in related technologies where sudden changes in wheel steering angle during intervention withdrawal can easily cause secondary vehicle shaking or deviation, leading to driver tension. This improves the smoothness and stability of crosswind stability control function intervention and withdrawal.

[0112] In one embodiment, determining whether to trigger crosswind stability control intervention for the vehicle based on crosswind intensity and lateral acceleration includes: When the vehicle is in the target scenario, the judgment on whether the vehicle has triggered crosswind stability control intervention is exited.

[0113] Specifically, the target scenario refers to the vehicle being in certain specific working modes or driving conditions. These modes or conditions have preset, higher-priority vehicle dynamics control objectives, or their driving state makes the intervention logic, underlying assumptions, or execution conditions of crosswind stability control no longer applicable or may even have a negative impact.

[0114] For example, the target scenario could include a floating mode, a special driving mode actively activated by certain off-road vehicles with high wading capabilities when traversing deep water areas. In this mode, the vehicle's powertrain, body sealing, and electronic stability program are specifically configured to ensure smooth passage through water. The vehicle's dynamics differ fundamentally from those on conventional roads, and the speed is extremely low. In special conditions such as floating mode, the vehicle's primary task is to maintain buoyancy and extremely low speed. Any active steering intervention based on conventional aerodynamic assumptions could be dangerous and unnecessary; actively disengaging the mode prevents erroneous actions.

[0115] The target scenario can also include separation-road deviation scenarios, which refer to driving conditions where the left and right wheels of the vehicle are on road surfaces with significantly different coefficients of adhesion, such as one side being asphalt and the other side being ice or mud. Under such extreme asymmetric adhesion conditions, the vehicle control system is making every effort to perform differentiated braking and power control to maintain directional stability. Its control logic and objectives may conflict with the logic for dealing with symmetrical crosswind disturbances. Under conditions such as separation-road deviation, the vehicle's Electronic Stability Program (ESP) is performing extremely high-frequency and high-intensity unilateral braking control to correct yaw moment. If the crosswind stability control system issues another set of steering intervention commands based on its own calculation model at this time, it is very likely to interfere with the ESP's emergency response logic, thereby jeopardizing stability.

[0116] When the vehicle control system detects that the vehicle is currently in one or more defined target scenarios—for example, if the driver has manually or automatically activated the floating mode, or if the chassis sensors and control system determine that the vehicle is in a severely separated road surface driving state—the vehicle control system will immediately exit the process of judging and comparing the safety boundary based on real-time crosswind intensity and calculated lateral acceleration, and may directly invalidate the output intervention command of the crosswind stability control function or enter a standby state. This embodiment ensures the reliability of the complex integrated functions of the vehicle and the driver's control expectations by actively exiting the judgment process for crosswind stability control intervention in the target scenario.

[0117] This embodiment also provides a four-wheel steering control method for vehicles, which can be used in the aforementioned vehicle control system. Figure 6 This is a flowchart of a vehicle four-wheel steering control method according to an embodiment of the present invention, such as... Figure 6 As shown, the process includes the following steps: The methods include: Step S601: Obtain the crosswind intensity and lateral acceleration generated by the crosswind when the vehicle is in motion.

[0118] In one embodiment, obtaining the crosswind intensity and lateral acceleration generated by the crosswind during vehicle operation includes: Collect wind noise signals during vehicle operation, identify the current crosswind intensity based on the wind noise signals, and determine the vehicle's current lateral acceleration based on the crosswind intensity.

[0119] In one embodiment, collecting wind noise signals of the vehicle during operation includes: Wind noise signals are collected by a crosswind sensor installed in the vehicle; The crosswind sensor is installed inside the vehicle's integrated roof-mounted antenna structure. The integrated roof-mounted antenna structure has an internal air duct, and the crosswind sensor is located at the end of the air duct to collect the acoustic signal generated when the airflow passes through the air duct. The integrated roof-mounted antenna structure also houses at least one communication antenna, which is arranged around the air duct.

[0120] In this embodiment, the crosswind intensity and the lateral acceleration generated by the crosswind are first obtained when the vehicle is driving. The crosswind intensity characterizes the strength of the crosswind's effect on the vehicle, and the lateral acceleration characterizes the acceleration response generated by the crosswind's lateral force acting on the vehicle's center of mass.

[0121] Specifically, wind noise signals can be collected during vehicle operation. Based on these signals, the current crosswind intensity can be identified, and then the vehicle's lateral acceleration can be calculated. Wind noise signals are collected in the following ways: Wind noise signals are collected by a crosswind sensor installed in the vehicle. The crosswind sensor is housed within the vehicle's integrated roof-mounted antenna structure. This integrated roof-mounted antenna structure is a streamlined, integrated antenna assembly mounted on the vehicle's roof, with a dedicated air duct running longitudinally inside. The geometry, cross-sectional dimensions, and internal surface roughness of this air duct are aerodynamically optimized to generate sound signals with identifiable characteristic frequencies and amplitudes from the crosswind airflow passing through it. The crosswind sensor is located at the end of the air duct and collects the acoustic signals generated by the airflow as it passes through, converting them into electrical signals. The crosswind sensor is preferably a high-sensitivity MEMS sound pressure sensor or a miniature capacitive microphone.

[0122] Furthermore, the vehicle-mounted integrated top-mounted antenna structure also houses at least one communication antenna, such as a radio receiving antenna, GPS antenna, or satellite broadcasting antenna. These communication antennas are positioned around the perimeter of the air duct, either to the side, below, or in other locations that do not interfere with the airflow. This layout ensures the normal operation of both the air duct and the crosswind sensor while fully preserving the original signal reception function, achieving tight integration of the crosswind sensing module and the communication antenna module within the same physical housing.

[0123] Step S602: Decompose the aerodynamic force of crosswind acting on the vehicle into lateral force and yaw moment; The aerodynamic forces exerted by crosswinds on a vehicle can be decomposed into lateral forces and yaw moments. The lateral force is the force exerted by the crosswind along the vehicle's transverse direction, primarily causing lateral translation. The yaw moment is the torque exerted by the crosswind around the vehicle's vertical axis, primarily causing rotational motion around the vehicle's center of mass. This decomposition is based on aerodynamic principles; the relative position of the wind pressure center and the vehicle's center of mass determines the magnitude and direction of the yaw moment.

[0124] Step S603: Determine a steering angle in the same direction that is equal in magnitude and in the same direction as the steering angle of the front wheels and the steering angle of the rear wheels based on the lateral force, so that the vehicle generates a compensating lateral force in the opposite direction to the lateral force. In one embodiment, determining the angle difference between the front wheel steering angle and the rear wheel steering angle based on the yaw moment further includes: Obtain the vehicle's desired yaw rate and the vehicle's actual yaw rate caused by crosswinds; calculate the difference between the desired yaw rate and the actual yaw rate; adjust the angle difference based on the difference to keep the desired yaw rate consistent with the actual yaw rate.

[0125] Based on the lateral force obtained from the decomposition in step S602, a unidirectional steering angle is determined that is equal in magnitude and in the same direction as the front wheel steering angle and the rear wheel steering angle. For example, when the lateral force is directed to the left, the control system determines a unidirectional steering angle to the right, causing both the front and rear wheels to deflect to the right by the same angle. This generates a compensating lateral force that is opposite in direction to the crosswind lateral force, achieving direct balance of the lateral forces.

[0126] Step S604: Determine the angle difference between the front wheel steering angle and the rear wheel steering angle based on the yaw moment, so that the vehicle generates a compensating yaw moment in the opposite direction to the yaw moment. Based on the yaw moment obtained from the decomposition in step S602, the angle difference between the front wheel steering angle and the rear wheel steering angle is determined. The angle difference includes two scenarios: the front and rear wheel steering angles are in the same direction but different in magnitude, or the front and rear wheel steering angles are in opposite directions. For example, when the yaw moment is clockwise, an angle difference in the same direction is determined to make the front wheel steering angle greater than the rear wheel steering angle, or a combination of steering angles in opposite directions for the front and rear wheels is determined, so that the vehicle generates a compensating yaw moment in the opposite direction to the crosswind yaw moment, thus actively canceling the yaw moment.

[0127] Specifically, the process first acquires the vehicle's desired yaw rate and the actual yaw rate caused by crosswinds. The desired yaw rate is calculated in real-time based on the driver's steering wheel angle input and the current vehicle speed, representing the driver's desired trend in vehicle direction. The actual yaw rate is acquired in real-time by a gyroscope sensor positioned near the vehicle's center of gravity, reflecting the actual yaw motion occurring under the current crosswind disturbance. Then, the difference between the desired and actual yaw rates is calculated. Finally, based on this difference, the angle difference is dynamically adjusted—that is, the relative relationship between the front and rear wheel steering angles is adjusted—to ensure that the actual yaw rate follows the desired yaw rate in real-time until they are synchronized.

[0128] Step S605: Control the front and rear wheels of the vehicle to the target state according to the same steering angle and angle difference, respectively, so as to counteract the crosswind effect on the vehicle during driving.

[0129] Based on the same-direction steering angle determined in step S603 and the angle difference determined in step S604, the front and rear wheels of the vehicle are controlled to steer to the target state. Specifically, the same-direction steering angle and the angle difference are superimposed to calculate the final front wheel steering angle command value and rear wheel steering angle command value, which are then sent to the front wheel steering actuator and the rear wheel steering actuator, respectively. Thus, the four wheels of the vehicle steer collaboratively according to the target state, simultaneously generating a compensating lateral force opposite to the direction of the crosswind lateral force and a compensating yaw moment opposite to the direction of the crosswind yaw moment, thereby comprehensively counteracting the effects of crosswinds on the vehicle during driving.

[0130] This embodiment also provides a vehicle control device for implementing the above-described vehicle control method embodiments and preferred embodiments, which will not be repeated hereafter. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0131] This embodiment provides a vehicle control device, such as... Figure 7 As shown, it includes: The wind noise acquisition module 701 is used to acquire wind noise signals during vehicle operation, identify the current crosswind intensity based on the wind noise signals, and determine the current lateral acceleration of the vehicle based on the crosswind intensity.

[0132] The vehicle control module 702 is used to adjust the vehicle's wheel steering angle to the target state according to the crosswind intensity and lateral acceleration when crosswind stability intervention is triggered, so as to counteract the crosswind effects on the vehicle during driving.

[0133] In one embodiment, the wind noise acquisition module 701 includes: The wind noise acquisition unit is used to acquire wind noise signals through a crosswind sensor installed on the vehicle.

[0134] The crosswind sensor is installed inside the vehicle's integrated roof-mounted antenna structure. The integrated roof-mounted antenna structure has an internal air duct, and the crosswind sensor is located at the end of the air duct to collect the acoustic signal generated when the airflow passes through the air duct. The integrated roof-mounted antenna structure also houses at least one communication antenna, which is arranged around the air duct.

[0135] In one embodiment, the determination of whether to trigger crosswind stability control intervention for the vehicle is achieved through the following unit: The trigger value calculation unit is used to obtain the vehicle's current real-time speed information, and to perform fusion calculation on the crosswind intensity and real-time speed information to obtain the vehicle's crosswind control trigger value.

[0136] The vehicle control unit is used to determine and trigger crosswind stability control intervention for the vehicle when the crosswind control trigger value is greater than the crosswind control threshold.

[0137] In one embodiment, the vehicle control unit is used to determine the current crosswind condition level of the vehicle based on the rate of change and maximum value of the crosswind control trigger value within a unit of time; and to adopt corresponding vehicle control strategies for different crosswind condition levels.

[0138] In one embodiment, the crosswind condition levels include a first crosswind condition level, a second crosswind condition level, and a third crosswind condition level; the vehicle control unit is specifically configured to, when the vehicle is currently in the first crosswind condition level, invoke the vehicle's steering actuator to execute an adversarial steering strategy and apply corresponding braking force to at least one wheel; when the vehicle is currently in the second crosswind condition level, control the front and rear wheels of the vehicle to perform coordinated steering to generate compensating yaw moment and compensating lateral force; and when the vehicle is currently in the third crosswind condition level, lower the vehicle's suspension height and perform four-wheel steering fine-tuning on the vehicle.

[0139] In one embodiment, the wheel steering angle includes the front wheel steering angle and the rear wheel steering angle. The vehicle control module 702 includes: The aerodynamic decomposition unit is used to decompose the aerodynamic force of crosswind acting on the vehicle into lateral force and yaw moment. The yaw moment includes a first yaw moment and a second yaw moment. The lateral force is used to determine the lateral acceleration, and the yaw moment is determined by the relative position of the center of crosswind pressure and the center of mass of the vehicle. When the center of crosswind pressure is in front of the center of mass, the yaw moment is the first yaw moment that causes the front of the vehicle to deviate from the crosswind. When the center of crosswind pressure is behind the center of mass, the yaw moment is the second yaw moment that causes the rear of the vehicle to deviate from the crosswind.

[0140] The lateral force compensation unit is used to control the front wheel steering angle to be equal in magnitude and in the same direction as the rear wheel steering angle, so as to obtain a compensating lateral force that is opposite to the direction of the lateral force.

[0141] The yaw moment compensation unit is used to control the front wheel steering angle and the rear wheel steering angle to form an angle difference, thereby obtaining a compensating yaw moment that is opposite to the direction of the yaw moment; wherein, the angle difference includes the front wheel steering angle and the rear wheel steering angle having the same direction but different magnitudes, or opposite directions.

[0142] In one embodiment, the yaw moment compensation unit includes: The yaw moment compensation subunit is used to obtain the vehicle's desired yaw rate and the vehicle's actual yaw rate caused by crosswinds; calculate the difference between the desired yaw rate and the actual yaw rate; and adjust the front wheel steering angle or rear wheel steering angle according to the difference to keep the desired yaw rate consistent with the actual yaw rate.

[0143] In one embodiment, the yaw moment compensation unit further includes: The active braking subunit is used to trigger the vehicle's electronic stability control system to perform active braking control and withdraw crosswind stability control intervention when the vehicle's tire adhesion reaches the limit conditions and the difference between the expected yaw rate and the actual yaw rate is still greater than the angular velocity difference threshold.

[0144] In one embodiment, the apparatus further includes: The information prompt module is used to record the trigger frequency of crosswind stability control intervention and compare the trigger frequency with a preset trigger frequency threshold. If the trigger frequency is greater than the trigger frequency threshold, a safety prompt message is displayed on the vehicle's human-machine interface to remind the driver to adjust the vehicle's driving status.

[0145] In one embodiment, the vehicle includes front wheels and rear wheels, and after the vehicle control unit, the device further includes: The wheel control unit is used to respond to crosswind stability control intervention. When the crosswind control trigger value is less than or equal to the crosswind control threshold, the wheel steering angle of the vehicle is restored from the target state to the initial state with a preset gradient limit. The initial state is used to characterize the state of the wheel steering angle before the crosswind control intervention is implemented on the vehicle. The target state is used to characterize the state in which the front wheels and rear wheels of the vehicle are steering in the same direction.

[0146] In one embodiment, the device further includes, after the vehicle control unit: The intervention exit unit is used to exit the judgment on whether the vehicle has triggered crosswind stability control intervention when the vehicle is in the target scenario.

[0147] This embodiment also provides a vehicle control device for implementing the above-described embodiments and preferred embodiments of the four-wheel steering control method for vehicles; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0148] This embodiment provides a vehicle four-wheel steering control device, such as Figure 8 As shown, it includes: The data acquisition module 801 is used to acquire the crosswind intensity and lateral acceleration generated by the crosswind when the vehicle is driving.

[0149] The crosswind decomposition module 802 is used to decompose the aerodynamic force of crosswind acting on a vehicle into lateral force and yaw moment.

[0150] The first compensation module 803 is used to determine a steering angle in the same direction that is equal in magnitude and in the same direction as the steering angle of the front wheel and the steering angle of the rear wheel based on the lateral force, so that the vehicle generates a compensating lateral force in the opposite direction to the lateral force. The second compensation module 804 is used to determine the angle difference between the front wheel steering angle and the rear wheel steering angle based on the yaw moment, so that the vehicle generates a compensating yaw moment in the opposite direction to the yaw moment. The wheel control module 805 is used to control the front and rear wheels of the vehicle to turn to the target state according to the same steering angle and angle difference, so as to counteract the crosswind effect on the vehicle during driving.

[0151] In this embodiment, the vehicle control device is presented in the form of a functional unit. Here, a unit refers to an ASIC circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0152] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0153] This invention also provides a computer device having the above-described features. Figure 7 and 8 The vehicle control device shown.

[0154] The following is a detailed reference. Figure 9The diagram illustrates a structural schematic suitable for implementing a computer device according to embodiments of the present invention. The computer device may include a processor (e.g., a central processing unit, a graphics processing unit, etc.) 901, which can perform various appropriate actions and processes based on a program stored in a read-only memory (i.e., ROM 902) or a program loaded from memory 908 into random access memory (i.e., RAM 903). The RAM 903 also stores various programs and data required for the operation of the computer device. The processor 901, ROM 902, and RAM 903 are interconnected via a bus 904. Input / output (i.e., I / O interface 905) is also connected to the bus 904.

[0155] Typically, the following devices can be connected to I / O interface 905: input devices 906 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 907 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 908 including, for example, magnetic tapes, hard disks, etc.; and communication devices 909. Communication device 909 allows the computer device to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 9 Computer equipment with various devices is shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0156] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 909, or installed from a memory 908, or installed from a ROM 902. When the computer program is executed by the processor 901, it performs the functions defined in the vehicle control method of the embodiments of the present invention.

[0157] Figure 7 The computer device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0158] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the vehicle control method shown in the above embodiments is implemented.

[0159] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0160] This invention also provides a vehicle, comprising: Vehicle body; The vehicle-mounted integrated rooftop antenna structure is installed on the vehicle body. The vehicle-mounted integrated rooftop antenna structure is equipped with an air duct. A crosswind sensor for collecting wind noise signals is installed in the air duct. At least one communication antenna is arranged around the air duct. A four-wheel steering system, including front wheel steering actuators and rear wheel steering actuators, is used to control the front wheel steering angle and the rear wheel steering angle; The controller is connected to both the vehicle-mounted integrated overhead antenna structure and the four-wheel steering system, and is used to execute the method of any of the above embodiments. Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Collect wind noise signals during vehicle operation, identify the current crosswind intensity based on the wind noise signals, and determine the current lateral acceleration of the vehicle based on the crosswind intensity; When crosswind stability intervention is triggered on the vehicle, the wheel steering angle of the vehicle is adjusted to the target state according to the crosswind intensity and the lateral acceleration in order to counteract the crosswind effect on the vehicle during driving.

2. The method according to claim 1, characterized in that, The wind noise signal collected during vehicle operation includes: The wind noise signal is collected by a crosswind sensor installed on the vehicle; The crosswind sensor is disposed within the vehicle's integrated roof-mounted antenna structure. The integrated roof-mounted antenna structure has an internal air duct, and the crosswind sensor is disposed at the end of the air duct to collect acoustic signals generated when airflow passes through the air duct. The integrated roof-mounted antenna structure also houses at least one communication antenna, which is arranged around the periphery of the air duct.

3. The method according to claim 1, characterized in that, The following steps are used to determine whether to trigger crosswind stability control intervention for the vehicle: The vehicle's current real-time speed information is obtained, and the crosswind intensity and the real-time speed information are fused and calculated to obtain the vehicle's crosswind control trigger value. When the crosswind control trigger value is greater than the crosswind control threshold, it is determined that crosswind stability control intervention on the vehicle is triggered.

4. The method according to claim 3, characterized in that, The determination that triggers crosswind stability control intervention for the vehicle includes: The current crosswind condition level of the vehicle is determined based on the rate of change and maximum value of the crosswind control trigger value within a unit of time. Different vehicle control strategies are adopted for different crosswind conditions.

5. The method according to claim 4, characterized in that, The crosswind operating condition levels include a first crosswind operating condition level, a second crosswind operating condition level, and a third crosswind operating condition level; the corresponding vehicle control strategies adopted for different crosswind operating condition levels include: When the vehicle is currently in the first crosswind condition level, the vehicle's steering actuator is invoked to execute an adversarial steering strategy and apply corresponding braking force to at least one wheel. When the vehicle is currently in the second crosswind condition level, the front and rear wheels of the vehicle are controlled to steer in a coordinated manner to generate compensating yaw moment and compensating lateral force. When the vehicle is currently in the third crosswind condition level, the suspension height of the vehicle is lowered and a four-wheel steering adjustment is performed on the vehicle.

6. The method according to claim 1, characterized in that, The wheel steering angle includes the front wheel steering angle and the rear wheel steering angle. Adjusting the vehicle's wheel steering angle to the target state based on crosswind intensity and lateral acceleration includes: The aerodynamic force of crosswind acting on the vehicle is decomposed into lateral force and yaw moment, wherein the yaw moment includes yaw moment in a first direction and yaw moment in a second direction. Wherein, the lateral force is used to determine the lateral acceleration, and the yaw moment is determined by the relative position of the center of crosswind pressure and the center of mass of the vehicle; when the center of crosswind pressure is in front of the center of mass, the yaw moment is a first-direction yaw moment that causes the front of the vehicle to deviate from the crosswind; when the center of crosswind pressure is behind the center of mass, the yaw moment is a second-direction yaw moment that causes the rear of the vehicle to deviate from the crosswind. By controlling the front wheel steering angle to be equal in magnitude and in the same direction as the rear wheel steering angle, a compensating lateral force opposite in direction to the lateral force is obtained; By controlling the steering angle of the front wheel and the steering angle of the rear wheel to form an angle difference, a compensating yaw moment opposite to the direction of the yaw moment is obtained; wherein, the angle difference includes the front wheel steering angle and the rear wheel steering angle having the same direction but different magnitudes, or opposite directions.

7. The method according to claim 6, characterized in that, The method of controlling the front wheel steering angle and the rear wheel steering angle of the vehicle to form an angle difference also includes: Obtain the desired yaw rate of the vehicle and the actual yaw rate of the vehicle caused by the crosswind; Calculate the difference between the desired yaw rate and the actual yaw rate; The front wheel steering angle or the rear wheel steering angle is adjusted based on the difference to control the desired yaw rate to be consistent with the actual yaw rate.

8. The method according to claim 7, characterized in that, The method further includes: When the tire adhesion of the vehicle reaches the limit condition, if the difference between the expected yaw rate and the actual yaw rate is still greater than the angular velocity difference threshold, the electronic stability control system of the vehicle is triggered to perform active braking control and withdraw crosswind stability control intervention on the vehicle.

9. The method according to claim 1, characterized in that, The method further includes: Record the trigger frequency of the crosswind stabilization intervention and compare the trigger frequency with a preset trigger frequency threshold; If the triggering frequency is greater than the triggering frequency threshold, a safety prompt message will be displayed on the vehicle's human-machine interface. The safety prompt message is used to remind the driver to adjust the vehicle's driving status.

10. The method according to claim 3, characterized in that, The vehicle includes front wheels and rear wheels, and the method further includes: In response to the crosswind stability intervention, when the crosswind control trigger value is less than or equal to the crosswind control threshold, the wheel steering angle of the vehicle is restored from the target state to the initial state by a preset gradient limit; wherein, the initial state is used to characterize the state of the wheel steering angle before the crosswind control intervention is implemented on the vehicle.

11. The method according to claim 3, characterized in that, The method further includes: When the vehicle is in the target scenario, the determination of whether the vehicle has triggered crosswind stability control intervention is exited.

12. A method for controlling four-wheel steering of a vehicle, characterized in that, The method includes: The crosswind intensity and the lateral acceleration generated by the crosswind are obtained when the vehicle is in motion. The aerodynamic force of crosswind acting on the vehicle is decomposed into lateral force and yaw moment; Based on the lateral force, a steering angle is determined that is equal in magnitude and in the same direction as the steering angle of the front wheels and the steering angle of the rear wheels, so that the vehicle generates a compensating lateral force in the opposite direction to the lateral force. The angle difference between the front wheel steering angle and the rear wheel steering angle is determined based on the yaw moment, so that the vehicle generates a compensating yaw moment in the opposite direction to the yaw moment. The front and rear wheels of the vehicle are controlled to steer to the target state according to the same steering angle and the angle difference, respectively, so as to counteract the crosswind effect on the vehicle during driving.

13. A computer device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 12.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a computer to perform the method of any one of claims 1 to 12.

15. A vehicle, characterized in that, include: Vehicle body; An integrated rooftop antenna structure is mounted on the vehicle body. The integrated rooftop antenna structure has an internal air duct, and a crosswind sensor for collecting wind noise signals is installed inside the air duct. At least one communication antenna is arranged around the air duct. A four-wheel steering system, including front wheel steering actuators and rear wheel steering actuators, is used to control the front wheel steering angle and the rear wheel steering angle; A controller is connected to the vehicle-mounted integrated overhead antenna structure and the four-wheel steering system, respectively, and the controller is used to execute the method of any one of claims 1 to 12.

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