Vehicle control method, vehicle-side control device, and readable storage medium

Abstract

The application relates to a vehicle control method, a vehicle end control device and a computer readable storage medium. The application relates to the technical field of vehicle safety, and the reference return torque and the actual return torque of vehicle driving are used to determine a cross-wind interference correction change, the rear wheel steering correction amount, the additional yaw torque correction amount, the rear wheel steering correction change output by the rear wheel steering system and the additional yaw torque correction change output by the distributed drive torque vector system are used to control the vehicle driving. Compared with the traditional method of controlling the vehicle in cross-wind interference by constructing a yaw angular velocity, the application determines the cross-wind interference correction change when the vehicle is subjected to cross-wind interference, determines the rear wheel steering correction change and the additional yaw torque correction change based on multiple mapping relationships, and controls the vehicle driving by combining the correction amounts and the correction changes, so that the adverse effect of cross-wind on vehicle control is reduced, and the stability of vehicle control is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle safety technology, and in particular to a vehicle control method, device, vehicle-side control equipment, computer-readable storage medium, and computer program product. Background Technology

[0002] During driving, vehicles encounter crosswinds, which can affect their stability. For example, crosswinds can cause panic in inexperienced drivers, leading to overreactions and potentially adverse consequences. Therefore, timely control of crosswinds is crucial. Currently, vehicle control in crosswind conditions typically involves directly controlling the yaw rate. However, this method doesn't fully utilize chassis components, resulting in lower stability in crosswind environments.

[0003] Therefore, current vehicle control methods suffer from low stability in crosswind conditions. Summary of the Invention

[0004] Based on this, this application addresses the aforementioned technical problems by providing a vehicle control method, apparatus, vehicle-side control device, computer-readable storage medium, and computer program product that can improve stability.

[0005] In a first aspect, this application provides a vehicle control method, including:

[0006] Obtain the reference and actual self-aligning torques of the vehicle under rear wheel steering correction and additional yaw moment correction.

[0007] Based on the reference return torque and the actual return torque, determine the amount of change to be corrected for crosswind interference;

[0008] Based on the first mapping relationship between the rear wheel steering correction change of the vehicle and the crosswind interference change to be corrected, the rear wheel steering correction change output by the rear wheel steering system of the vehicle is determined.

[0009] Based on the second mapping relationship between the additional yaw moment correction change corresponding to the vehicle and the crosswind interference to be corrected change, the additional yaw moment correction change output by the vehicle's distributed drive torque vector system is determined.

[0010] The vehicle is controlled to move based on the rear wheel steering correction amount, the additional yaw moment correction amount, the change in rear wheel steering correction amount, and the change in additional yaw moment correction amount.

[0011] The aforementioned vehicle control method determines the amount of crosswind interference to be corrected by using the reference and actual self-aligning torques of the vehicle under rear wheel steering correction and additional yaw moment correction. It then determines the rear wheel steering correction output by the rear wheel steering system based on a first mapping relationship, and the additional yaw moment correction output by the distributed drive torque vector system based on a second mapping relationship. Finally, it controls the vehicle's movement based on the rear wheel steering correction, additional yaw moment correction, and the changes in rear wheel steering correction and additional yaw moment correction. Compared to the traditional method of controlling the vehicle under crosswind interference by constructing yaw angular velocity, this method... The application proposes to determine the amount of crosswind interference to be corrected when a vehicle is subjected to crosswind interference, based on the reference and actual self-aligning torques under various corrections output by the rear-wheel steering system and the distributed drive torque vector system. Based on multiple mapping relationships, it determines the rear-wheel steering correction change output by the rear-wheel steering system and the additional yaw moment correction change output by the distributed drive torque vector system. By combining these rear-wheel steering corrections, additional yaw moment corrections, and changes in rear-wheel steering corrections and additional yaw moment corrections, the application aims to control vehicle movement, reduce the adverse effects of crosswinds on vehicle control, and improve the stability of vehicle control.

[0012] Secondly, this application also provides a vehicle control device, comprising:

[0013] The acquisition module is used to acquire the reference self-aligning torque and the actual self-aligning torque of the vehicle when it is traveling under the rear wheel steering correction and the additional yaw moment correction.

[0014] The first determining module is used to determine the amount of change to be corrected for crosswind interference based on the reference return torque and the actual return torque.

[0015] The second determining module is used to determine the rear wheel steering correction change output by the rear wheel steering system of the vehicle based on the first mapping relationship between the rear wheel steering correction change corresponding to the vehicle and the crosswind interference to be corrected change.

[0016] The third determining module is used to determine the additional yaw moment correction change output by the vehicle's distributed drive torque vector system based on the second mapping relationship between the additional yaw moment correction change corresponding to the vehicle and the crosswind interference to be corrected change.

[0017] The control module is used to control the vehicle's movement based on the rear wheel steering correction amount, the additional yaw moment correction amount, the change in rear wheel steering correction amount, and the change in the additional yaw moment correction amount.

[0018] Thirdly, this application also provides a vehicle-side control device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of any of the methods described above.

[0019] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described above.

[0020] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0021] Regarding the beneficial effects of any of the technical solutions in the second to fifth aspects mentioned above, refer to the beneficial effects of the corresponding technical solutions in the first aspect; repeated examples will not be listed here. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of an optional flow of a vehicle control method in one embodiment;

[0024] Figure 2 This is an optional schematic diagram of vehicle force analysis in one embodiment;

[0025] Figure 3 This is a schematic diagram of an optional flow of the vehicle control method in another embodiment;

[0026] Figure 4(a) is a schematic diagram of the relationship between vehicle speed and time for a vehicle without a control basis in one embodiment;

[0027] Figure 4(b) is a schematic diagram of the crosswind speed versus time loading variation for a vehicle without a control basis in one embodiment;

[0028] Figure 4(c) is a schematic diagram showing the relationship between the lateral offset of a vehicle trajectory and time for a vehicle without a control basis in one embodiment.

[0029] Figure 4(d) is a schematic diagram of the relationship between the steering wheel angle and time for a vehicle without a control basis in one embodiment;

[0030] Figure 4(e) is a schematic diagram of the dynamic change relationship between the body yaw rate and time of a vehicle without a control basis in one embodiment;

[0031] Figure 4(f) is a schematic diagram showing the relationship between the forward turning torque and time for a vehicle without a control basis in one embodiment;

[0032] Figure 5(a) is a schematic diagram of the relationship between the vehicle speed and time of a vehicle containing a control basis in one embodiment;

[0033] Figure 5(b) is a schematic diagram of the crosswind speed of a vehicle with control basis over time in one embodiment.

[0034] Figure 5(c) is a schematic diagram showing the relationship between the lateral offset of the vehicle trajectory and time for a vehicle with control basis in one embodiment.

[0035] Figure 5(d) is a schematic diagram showing the relationship between the steering wheel angle of a vehicle with control basis and time in one embodiment;

[0036] Figure 5(e) is a schematic diagram showing the fluctuation relationship of the vehicle body yaw rate over time of a vehicle containing a control basis in one embodiment;

[0037] Figure 5(f) is a schematic diagram showing the relationship between the forward turning torque of a vehicle with control basis and time in one embodiment;

[0038] Figure 6(a) is a schematic diagram showing the relationship between the output control rate and the target steering angle control command of the rear wheel over time in one embodiment;

[0039] Figure 6(b) is a schematic diagram showing the relationship between the additional yaw moment control command of the output control rate and time in one embodiment;

[0040] Figure 7 This is a schematic diagram of an optional structure of the vehicle control device in one embodiment;

[0041] Figure 8 This is a schematic diagram of an optional internal structure of the vehicle-side control device in one embodiment. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of this application.

[0043] The terms "first," "second," etc., used in this application may be used to describe various elements, but these elements are not limited by these terms. These terms are used only to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0044] In related technologies, vehicle crosswind control is a typical functional scenario for active control of novel intelligent chassis. Compared to high-center-of-gravity commercial vehicles (such as vans), crosswinds have a smaller impact on the stability of low-center-of-gravity passenger cars, but the adverse interference they cause to the driver is objectively present. Especially at high speeds, crosswind interference can easily cause panic inexperienced drivers, leading to overreaction and adverse consequences. Furthermore, the focus of crosswind control is mainly on vehicle roll stability, suppressing vehicle roll caused by crosswinds through intelligent suspension components; the control objective is obvious in this degree of freedom. On the other hand, there is a lack of in-depth discussion on crosswind plane active control. Specifically, some crosswind plane control research only focuses on the active correction of yaw rate deviation in this scenario. This type of research still follows the concept of conventional direct yaw-moment control (DYC), constructing a closed-loop control of yaw rate through an inertial measurement unit (IMU), but in fact, it does not grasp the key points of crosswind plane control. The use of multi-actuator collaboration in this function is mostly based on subjective experience, without deeper theoretical support.

[0045] Current thinking on crosswind planar control is relatively superficial, failing to fully explore the potential of novel intelligent chassis components and establish a design link between chassis domain control and crosswind-free driving. In practical vehicle control engineering, the design of multi-actuator collaborative control lacks dynamic theoretical support, often relying on empirical methods such as prioritization and weight allocation. Furthermore, academic research related to fusion control generally abstracts practical engineering problems entirely into mathematical optimization, over-relying on high-precision vehicle models and vehicle state estimation, resulting in significant limitations in engineering applications. Crosswinds primarily affect vehicle dynamics in three degrees of freedom: roll, lateral, and yaw. This application focuses on the active control of the lateral and yaw degrees of freedom related to vehicle planar motion. By utilizing the coordinated operation of an active-reear-steer (ARS) system and a distributed torque vectoring (TV) system, it smoothly eliminates or mitigates the adverse effects of strong crosswinds on the driver, improving the subjective driving experience under these conditions.

[0046] Based on this, this application determines the amount of crosswind interference to be corrected when the vehicle is affected by crosswinds, based on the reference and actual self-aligning torques under various corrections output by the rear-wheel steering system and the distributed drive torque vector system. Based on multiple mapping relationships, it determines the rear-wheel steering correction change output by the rear-wheel steering system and the additional yaw moment correction change output by the distributed drive torque vector system. Combining the aforementioned rear-wheel steering correction, additional yaw moment correction, rear-wheel steering correction change, and additional yaw moment correction change, the application controls the vehicle's movement, reducing the adverse effects of crosswinds on vehicle control and improving the stability of vehicle control.

[0047] In one embodiment, such as Figure 1 As shown, a vehicle control method is provided. This embodiment illustrates the application of this method to a vehicle control unit. It is understood that this method can also be applied to a server, or to a system including a vehicle control unit and a server, and implemented through the interaction between the vehicle control unit and the server. The vehicle can be a four-wheeled vehicle, and may include a vehicle control unit for controlling various devices and functions within the vehicle. The vehicle may also have active rear-wheel steering (ARS) and distributed torque vectoring (TV) functions. When the vehicle control unit detects that the vehicle is traveling straight and is subjected to an external lateral force, it determines that the control triggering condition is met. For example, a vehicle traveling straight may experience a crosswind lateral force. When the vehicle control unit detects the triggering condition, it determines that the active rear-wheel steering system and the distributed torque vectoring system need to be invoked for vehicle driving control.

[0048] Step S201: Obtain the reference return torque and actual return torque of the vehicle when it is traveling under the rear wheel steering correction and the additional yaw moment correction.

[0049] The vehicle can be a moving vehicle, such as one that is traveling in a straight line. The vehicle is equipped with an active rear-wheel steering system and a distributed torque vectoring system. These systems, typically auxiliary systems, can intervene appropriately to improve control characteristics based on forward steering control.

[0050] For vehicles operating in crosswind conditions, dynamic control is necessary to mitigate the damage caused by crosswinds. The vehicle control unit can analyze the physical mechanisms of crosswind effects, including their main hazards to subjective driving, using vehicle planar dynamics as a starting point. Based on this, an ideal crosswind-free driving state and the core objective of active control are defined. By combining the control objective with vehicle planar dynamics, the ideal working relationship between the rear-wheel steering system and the distributed drive torque vector in the cooperative control can be preliminarily calculated. Considering practical engineering limitations, the final control architecture / algorithm design, while based on fundamental dynamic analysis conclusions, also needs to be integrated with the closed-loop control system design. This application focuses on the upper-level cooperative control algorithm design; crosswind scenario identification, function activation / exit conditions, software architecture / timing design, etc., can be referenced in other relevant studies and will not be elaborated upon here. Additionally, in the distributed drive torque vector control, the vehicle's additional yaw moment M... z The differential torque distribution of the 3 / 4 motor falls under the category of single-point functional design of the lower-level distributed drive torque vector, and the industrialization technology is already very mature, so it will not be elaborated here.

[0051] like Figure 2 As shown, Figure 2 This is an optional schematic diagram of vehicle force analysis in one embodiment. The vehicle control unit first performs a planar dynamics analysis of the vehicle's crosswind control problem. The study of crosswind control is typically limited to scenarios where the vehicle is traveling straight or nearly straight (e.g., in a state of tendency to travel straight). When the vehicle turns, the angle between the vehicle's heading and the wind direction continuously changes, and crosswind is irrelevant. Crosswind planar control focuses on the vehicle's lateral and yaw degrees of freedom. The effect of crosswind on the vehicle can be equivalently represented by an external lateral force F acting at the center of the wind. yw .

[0052] Among them, the vehicle is subjected to a lateral force F during straight-line travel. yw In a basic vehicle without active control (ARS, TV), front and rear axle lateral forces are generated. The driver adjusts the steering wheel angle (front wheel angle) to keep the vehicle straight and prevent it from veering off course. Since crosswind scenarios generally do not involve boundary driving, and the tires operate in the linear region, a classic two-degree-of-freedom vehicle model can be used to conduct relevant qualitative and quantitative analyses, including: ma y =mv(γ+β ~ )=F yf +F yr +F yw I z γ ~ =F yf l f -F yr l r +F yw lw ;

[0053] Based on the linear assumption of tires, the relationship between tire lateral force and vehicle state is as follows:

[0054] F yf =C f (δ f -β-l f / vγ);

[0055] F yr =C r (-β+l r / vγ).

[0056] In the above formulas, m represents the vehicle mass; a y I represents the lateral acceleration of the entire vehicle. z C is the moment of inertia of the vehicle during yaw. f For the front axle equivalent lateral stiffness, C r F is the equivalent lateral stiffness of the rear axle. yf For the lateral force on the front axle, F yr The lateral force is at the rear axle; f l is the distance from the front axle to the vehicle's center of gravity. r The distance from the rear axle to the vehicle's center of gravity; l = l f +l r γ is the front and rear wheelbase; v is the vehicle speed; γ is the yaw rate. ~ β is the yaw acceleration; β is the vehicle sideslip angle. ~ δ is the sideslip angular velocity; f F is the front wheel steering angle. yw The total lateral force of the crosswind; l w It is the horizontal distance from the equivalent wind center to the centroid (where positive is when the wind center is in front of the centroid, and negative is when it is behind).

[0057] If the vehicle needs to maintain straight-line travel without steering, then steady-state γ=0, γ ~ =0, a y =0, at this point, the solution yields the required front wheel steering angle input for steady state, and the corresponding vehicle sideslip angle attitude:

[0058] δ f =(C f (l f -l w )-C r (l r +l w )) / (C f C r l)F yw , β=(l f -l w ) / (C r l)Fyw .

[0059] Taking the parameters of a certain new energy family vehicle as an example, the vehicle's parameters can be expressed as: l f It is 1.505m (meters); l r It is 1.595m (meters); l w It is 0.08m (meters); C f 248600 N / rad (Newtons per radian); C r It is 255600 N / rad (Newtons per radian).

[0060] Using aerodynamic simulation tools, when the vehicle is traveling straight at 150 km / h and is subjected to a crosswind moving from right to left, the wind force exerted on the vehicle by different crosswind speeds is as follows: At a crosswind level of 8 and a wind speed of 75 km / h, the total crosswind force on the vehicle is 563 N (Newtons). At a crosswind level of 9 and a wind speed of 88 km / h, the total crosswind force on the vehicle is 686 N (Newtons). At a crosswind level of 10 and a wind speed of 102 km / h, the total crosswind force on the vehicle is 832 N (Newtons). At a crosswind level of 11 and a wind speed of 117 km / h, the total crosswind force on the vehicle is 1003 N (Newtons).

[0061] Based on the above parameters, the vehicle control unit quantitatively calculates the required front wheel steering angle input to maintain straight-line travel under this condition. The results, along with the overall vehicle sideslip angle and the lateral forces on the front and rear axles, are as follows:

[0062] When the crosswind force is 8, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0121 degrees, the vehicle sideslip angle β should be 0.0580 degrees, and the front axle lateral force F yf The rear axle lateral force F can be -304.2 N (Newtons). yr It can be -258.8 N (Newtons).

[0063] When the crosswind force is 9, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0147 degrees, the vehicle sideslip angle β should be 0.0707 degrees, and the front axle lateral force F yf The rear axle lateral force F can be -370.6 N (Newtons). yr It can be -315.3 N (Newtons).

[0064] When the crosswind force is 10, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0179 degrees, the vehicle sideslip angle β should be 0.0857 degrees, and the front axle lateral force Fyf The rear axle lateral force F can be -449.5 N (Newtons). yr It can be -382.4 N (Newtons).

[0065] When the crosswind force is 11, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0216 degrees, the vehicle sideslip angle β should be 0.1034 degrees, and the front axle lateral force F yf The rear axle lateral force F can be -541.9 N (Newtons). yr It can be -461.1 N (Newtons).

[0066] The quantitative calculations above show that in crosswind scenarios, the front wheel steering angle needed to maintain straight-line driving is close to the center, and the overall vehicle sideslip angle caused by the crosswind is also very small. This indicates that as long as the steering wheel (front wheel steering angle) can be stabilized, the impact of crosswind on the vehicle's horizontal motion is very limited. The focus of crosswind horizontal control should be on preventing forward steering deviation caused by crosswinds, while unexpected yaw corrections caused by crosswinds should only be used as auxiliary controls.

[0067] The core reason for forward deflection is that, in order to maintain straight-line driving, the front and rear axles need to jointly generate opposing tire lateral forces to balance the crosswind forces from the outside. At this time, due to the tire lateral force on the front axle, a self-centering torque is inevitably generated around the steering kingpin. Since the front steering gear has no locking mechanism, the self-centering torque, as an external load, is ultimately transmitted to the steering wheel through the steering transmission mechanism and is clearly perceived by the driver. Furthermore, in the design of conventional electronic power steering (EPS) systems, the level of electronic power assistance is usually designed to be relatively low near the center position of the steering wheel, which also leads to a greater degree of kingpin self-centering torque being fed back to the steering wheel in this condition.

[0068] In most drivers' minds, the self-centering torque helps the front wheels return to center and maintain straight driving. However, when driving straight in a crosswind, the residual self-centering torque in the center area can actually cause the front wheels to veer off course. At this point, to prevent the steering wheel from veering off course, the driver needs to continuously apply force to counteract the external self-centering torque. For inexperienced drivers, or those who are careless while driving, the extra self-centering torque caused by the crosswind can easily lead to the front wheels veering off course. If the vehicle is traveling straight at high speed, even a slight deviation in front wheel deviation can significantly affect the vehicle's attitude and trajectory, causing adverse consequences. The driver also needs to continuously apply force to maintain control of the steering wheel, which increases driving tension and fatigue, creating additional mental stress.

[0069] Based on the above analysis, the key to crosswind-resistant planar control lies primarily in eliminating the interference of the forward steering return torque on the steering wheel. To this end, the vehicle control unit can suppress crosswind interference at its source, such as through close cooperation with new intelligent chassis components (e.g., active rear-wheel steering system, distributed drive torque vectoring system), unloading the lateral force on the front wheels caused by crosswinds, avoiding unwanted return torque during forward steering, and thus eliminating or weakening crosswind interference at its source.

[0070] Specifically, when encountering lateral forces caused by crosswinds while driving straight, the vehicle control unit weakens the front axle lateral forces caused by crosswinds through the coordinated output of the active rear-wheel steering system and the distributed drive torque vectoring system. This reduces steering wheel deviation caused by front axle lateral forces when encountering crosswinds. By outputting the active rear-wheel steering system and the distributed drive torque vectoring system, the lateral forces are distributed to the rear axle as much as possible, and the rear axle lateral forces do not interfere with the driver's steering wheel control, thereby improving safety when driving in crosswinds.

[0071] Therefore, the vehicle control unit can determine the vehicle's reference self-centering torque and actual self-centering torque. The reference self-centering torque represents the theoretical self-centering torque at a given vehicle speed and steering wheel angle. The vehicle control unit can pre-determine the reference self-centering torque at each vehicle speed and steering wheel angle through theoretical calculations or real-vehicle testing and calibration. The actual self-centering torque represents the vehicle's actual self-centering torque. The vehicle control unit can determine the actual self-centering torque through the following steps: The vehicle control unit acquires the vehicle's steering rack force, steering wheel torque, steering wheel acceleration, and equivalent moment of inertia under rear wheel steering correction and additional yaw moment correction; based on the aforementioned steering rack force, steering wheel torque, steering acceleration, equivalent moment of inertia, the fourth mapping relationship, and the fifth mapping relationship, the actual self-centering torque is determined. Among them, the equivalent moment of inertia represents the parameter of the inertia of each component in the steering system of the vehicle equivalent to the steering wheel, the fourth mapping relationship represents the mapping relationship between the steering rack force and the actual return torque, and the fifth mapping relationship represents the mapping relationship between the steering wheel hand torque and the actual return torque.

[0072] When controlling a vehicle in crosswind conditions, the vehicle control unit (VCU) only initiates crosswind control when it detects that the vehicle is trending straight (e.g., currently traveling straight, or attempting to maintain a straight-line state through steering). The VCU can continuously control the vehicle in crosswind conditions by using rear-wheel steering corrections from the rear-wheel steering system and additional yaw moment corrections from the distributed torque vectoring system to counteract the self-centering torque. The rear-wheel steering correction and additional yaw moment correction can be output over time. When there is a deviation between the vehicle's reference self-centering torque and the actual self-centering torque, the VCU can output corresponding rear-wheel steering corrections and additional yaw moment corrections at each time point to control the vehicle.

[0073] The aforementioned rear-wheel steering correction and additional yaw moment correction can be the rear-wheel steering correction and additional yaw moment correction determined in the previous adjustment. When the vehicle is driven under the control of the corresponding rear-wheel steering correction and additional yaw moment correction, the vehicle has corresponding vehicle speed, steering wheel angle, and steering system-related parameters. At this time, the vehicle control unit can combine the aforementioned vehicle speed and steering wheel angle to determine the reference self-centering torque corresponding to the current driving state.

[0074] Step S202: Based on the above-mentioned reference return torque and the above-mentioned actual return torque, determine the amount of change to be corrected for crosswind interference.

[0075] After obtaining the reference and actual self-aligning torques, the vehicle control unit (VCU) can determine the deviation between them. If the VCU detects a deviation, it can determine that the crosswind interference has not been completely eliminated. In this case, the VCU obtains the deviation value between the reference and actual self-aligning torques and, based on this deviation value and the target gain parameter, determines the amount of crosswind interference to be corrected. The amount of crosswind interference to be corrected represents the amount of change in the vehicle's self-aligning torque that needs to be corrected due to crosswind interference.

[0076] Step S203: Based on the first mapping relationship between the rear wheel steering correction change amount corresponding to the vehicle and the crosswind interference change amount to be corrected, determine the rear wheel steering correction change amount output by the rear wheel steering system of the vehicle.

[0077] When the vehicle control unit determines that there is a change in crosswind interference that needs to be corrected, it can determine a new round of rear wheel steering correction and additional yaw moment correction.

[0078] Among them, the rear wheel steering correction and the additional yaw moment correction can work together to control the vehicle's resistance to the effects of crosswinds.

[0079] The vehicle control unit is based on vehicle dynamics principles. Building upon the aforementioned two-degree-of-freedom dynamic equations, if the active control of the rear-wheel steering system and the distributed drive torque vectoring system is superimposed, the new dynamic equations are as follows:

[0080] ma y =mv(γ+β ~ )=F yf +F yr +F yw I z γ ~ =F yf l f -F yr l r +F yw l w +M z ;F yf =C f (δ f -β-l f / vγ), F yr =C r (δ r -β+l r / vγ).

[0081] Where δ r M represents the rear wheel steering angle introduced by the active control of the rear wheel steering system. z This represents the additional yaw moment of the vehicle introduced by the active control of the distributed drive torque vectoring system. The introduction of active control makes it possible to achieve a crosswind-free driving experience. The ideal vehicle state is defined as follows: the vehicle can maintain straight-line driving without steering: γ=0, γ ~ =0, a y =0; Vehicle speed is in the same direction as the front of the vehicle, with no lateral translational motion: β=0, β ~ =0; the driver does not need to correct linear motion using the steering wheel: δ f =0; When the vehicle is traveling straight, the front wheels do not generate lateral force, and consequently, the front axle does not generate a self-aligning torque: F yf =0. Substituting the above ideal vehicle target state into the equation, the control quantities of the rear-wheel steering system and the distributed drive torque vectoring system are obtained as follows:

[0082] δ r =(-1 / C r )F yw M z =-(l w +l r )F yw .

[0083] As can be seen, the control quantities provided by the rear-wheel steering system and the distributed drive torque vectoring system at this point satisfy a fixed linear relationship with the crosswind force. Essentially, active control, through the coordination between the rear-wheel steering system and the distributed drive torque vectoring system, transfers all the anti-crosswind tire lateral force generated by the front axle to the rear wheels, avoiding unwanted self-centering torque from forward steering; simultaneously, it relies on longitudinal differential torque distribution to generate additional yaw torque, balancing the torque formed between the crosswind force and the rear axle lateral force. Unlike front-wheel steering, rear-wheel steering includes a locking mechanism to resist external load impacts. The lateral load from the front axle is transferred to the rear axle and does not adversely affect the rear wheel steering angle control. Using the aforementioned actual vehicle parameters, the quantitative calculation results of the control quantities in the vehicle control unit are as follows:

[0084] When the crosswind is at level 8, in order to maintain straight travel, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.1262 degrees, and the additional yaw moment of the coordinated control TV should be -943 Nm.

[0085] When the crosswind level is 9, in order to maintain straight driving, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.1538 degrees, and the additional yaw moment output by the coordinated control distributed drive torque vectoring system should be -1149 Nm.

[0086] When the crosswind level is 10, in order to maintain straight driving, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.1865 degrees, and the additional yaw moment output by the coordinated control distributed drive torque vectoring system should be -1394 Nm.

[0087] When the crosswind level is 11, in order to maintain straight driving, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.2248 degrees, and the additional yaw moment output by the coordinated control distributed drive torque vectoring system should be -1680 Nm.

[0088] Therefore, it can be seen that the control target values ​​of the above rear wheel steering system and distributed drive torque vectoring system are far below the usable boundaries of most tires and motors, and will not have an excessive impact on longitudinal stability.

[0089] Therefore, for the aforementioned crosswind interference change to be corrected, the vehicle control unit can determine the rear-wheel steering correction change output by the vehicle's rear-wheel steering system based on the first mapping relationship. Here, the first mapping relationship represents the mapping relationship between the vehicle's corresponding rear-wheel steering correction change and the aforementioned crosswind interference change to be corrected. This mapping relationship can be obtained based on the equation of the control quantity corresponding to the rear-wheel steering system. The rear-wheel steering correction change can be the amount that needs to be corrected under the premise of the current state of the rear wheels in this adjustment, that is, the amount that the rear wheels need to change in this round.

[0090] Step S204: Based on the second mapping relationship between the additional yaw moment correction change of the vehicle and the crosswind interference to be corrected change, determine the additional yaw moment correction change output by the distributed drive torque vector system of the vehicle.

[0091] The control of the vehicle in crosswind conditions falls under the category of cooperative control. The vehicle control unit can also determine the additional yaw moment correction change output by the vehicle's distributed drive torque vector system based on a second mapping relationship. This second mapping relationship represents the mapping between the vehicle's corresponding additional yaw moment correction change and the aforementioned crosswind disturbance change to be corrected. This mapping relationship can be obtained based on the control equations corresponding to the distributed drive torque vector system. The additional yaw moment correction change can be the amount that needs to be corrected in this adjustment, given the current yaw moment correction.

[0092] Step S205: Control the vehicle's movement based on the aforementioned rear wheel steering correction amount, the aforementioned additional yaw moment correction amount, the aforementioned rear wheel steering correction change amount, and the aforementioned additional yaw moment correction change amount.

[0093] After receiving the aforementioned changes in rear-wheel steering correction and additional yaw moment correction, the vehicle control unit can combine these two amounts to determine the target rear-wheel steering correction output by the rear-wheel steering system and the target additional yaw moment correction output by the distributed drive torque vector. Based on these two values, the vehicle control unit controls the vehicle to operate under crosswind conditions while simultaneously counteracting the self-centering torque generated by the crosswind.

[0094] In the aforementioned vehicle control method, the crosswind disturbance variation to be corrected is determined by using the reference and actual self-aligning torques of the vehicle under rear-wheel steering correction and additional yaw moment correction. The rear-wheel steering correction variation output by the rear-wheel steering system is determined according to a first mapping relationship, and the additional yaw moment correction variation output by the distributed drive torque vector system is determined according to a second mapping relationship. Based on the rear-wheel steering correction, additional yaw moment correction, and the variation in rear-wheel steering correction, the vehicle is controlled. This method, compared to the traditional method of controlling the vehicle under crosswind disturbance by constructing yaw angular velocity, offers a more comprehensive approach. This application determines the amount of crosswind interference to be corrected based on the reference and actual self-aligning torques under various corrections output by the rear-wheel steering system and the distributed drive torque vector system when the vehicle is subjected to crosswind interference. Based on multiple mapping relationships, it determines the rear-wheel steering correction change output by the rear-wheel steering system and the additional yaw moment correction change output by the distributed drive torque vector system. By combining the aforementioned rear-wheel steering correction, additional yaw moment correction, rear-wheel steering correction change, and additional yaw moment correction change, the application controls the vehicle's movement, reduces the adverse effects of crosswind on vehicle control, and improves the stability of vehicle control.

[0095] In one embodiment, the step of obtaining the reference return torque includes: obtaining the current vehicle speed and current steering wheel angle of the vehicle; determining the reference return torque based on the current vehicle speed, the current steering wheel angle, and a third mapping relationship; the third mapping relationship characterizes the mapping relationship between vehicle speed, steering wheel angle, and reference return torque.

[0096] In this embodiment, the reference self-centering torque can be determined by combining the third mapping relationship. This third mapping relationship characterizes the mapping relationship between vehicle speed, steering wheel angle, and reference self-centering torque. That is, the reference self-centering torque is related to the vehicle speed and steering wheel angle. The vehicle control unit can obtain the vehicle's current speed and current steering wheel angle. For example, the vehicle control unit obtains the vehicle speed and steering wheel angle under the aforementioned rear wheel steering correction and additional yaw moment correction, respectively, as the current speed and current steering wheel angle. Therefore, the vehicle control unit obtains the corresponding reference self-centering torque by querying the third mapping relationship using the current speed and current steering wheel angle.

[0097] Specifically, in an ideal calm wind environment, the reference value (reference return torque) T for the front axle kingpin return torque in the center area of ​​the steering wheel. kping ref It should be related to vehicle speed v and steering wheel angle δ hand Relatedly, the vehicle control unit can determine the third mapping relationship through theoretical calculations or real-vehicle test calibration. The third mapping relationship can be expressed as: T kping ref=Map ref (v,δ hand ). Among them, Map ref This represents a two-dimensional mapping function that maps vehicle speed and steering wheel angle to corresponding reference self-centering torque. For example, at different vehicle speeds and steering wheel angles, a professional driver or based on a steering feel target can calibrate the desired reference self-centering torque, forming a Map. ref The vehicle control unit can determine the aforementioned third mapping relationship by measuring the reference self-centering torque at different vehicle speeds and steering wheel angles on a real vehicle.

[0098] Through this embodiment, the vehicle control unit can combine vehicle speed and steering wheel angle to obtain the corresponding reference return torque, thereby improving the accuracy of the reference return torque determination.

[0099] In one embodiment, the step of obtaining the actual self-centering torque includes: obtaining the steering rack force, steering wheel hand torque, steering wheel rotational acceleration, and equivalent moment of inertia of the vehicle under the rear wheel steering correction and additional yaw moment correction; the equivalent moment of inertia represents the parameter of the inertia of each component in the steering system of the vehicle equivalent to the steering wheel; determining the actual self-centering torque based on the steering rack force, steering wheel hand torque, rotational acceleration, equivalent moment of inertia, a fourth mapping relationship, and a fifth mapping relationship; the fourth mapping relationship represents the mapping relationship between the steering rack force and the actual self-centering torque, and the fifth mapping relationship represents the mapping relationship between the steering wheel hand torque and the actual self-centering torque.

[0100] In this embodiment, the actual self-centering torque is related to relevant signals of the vehicle's steering system, including parameters such as the vehicle's steering rack force, steering wheel torque, steering wheel acceleration, and equivalent moment of inertia. To determine the actual self-centering torque, the vehicle control unit can acquire the steering rack force, steering wheel torque, steering wheel acceleration, and equivalent moment of inertia when the vehicle is traveling under the aforementioned rear wheel steering correction and additional yaw moment correction. The equivalent moment of inertia is used to equivalently describe the overall rotational inertia of the vehicle; for example, it can represent the inertia of each component in the vehicle's steering system equivalent to the aforementioned steering wheel parameters. The vehicle control unit can also acquire a fourth mapping relationship and a fifth mapping relationship. The fourth mapping relationship represents the mapping relationship between the steering rack force and the actual self-centering torque, which is related to the line angle ratio of the steering rack force to the wheel end; the fifth mapping relationship represents the mapping relationship between the steering wheel torque and the actual self-centering torque, which is related to the design of the upper mechanical transmission and the electronic power steering system. Both the fourth and fifth mapping relationships can be determined experimentally.

[0101] The vehicle control unit can determine the actual self-centering torque based on the aforementioned steering rack force, steering wheel torque, rotational acceleration, equivalent moment of inertia, the fourth mapping relationship, and the fifth mapping relationship. For example, the vehicle control unit determines the first parameter mapping the steering rack force to the self-centering torque based on the aforementioned steering rack force and the fourth mapping relationship, determines the second parameter mapping the steering wheel torque to the self-centering torque based on the steering wheel torque and the fifth mapping relationship, and combines the aforementioned rotational acceleration and the aforementioned equivalent moment of inertia to form the actual self-centering torque.

[0102] Specifically, the actual return torque of the front axle kingpin (actual return torque) T kping It cannot be directly measured, but it is related to the steering rack force F. rack Steering wheel torque T hand They are strongly correlated, and both can be obtained from the steering system output signal. F rack To T kping The conversion is mainly related to the line angle ratio from the rack to the wheel end (fourth mapping relationship); while T hand To T kping The conversion is also related to the design of the upper mechanical transmission and the power steering system (the fifth mapping relationship). These two mapping relationships can also be accurately measured using a steering test bench at the center of the steering wheel. Finally, the vehicle control unit provides T by weighting the results. kping The estimate. Considering the possibility of the driver losing control, T kping It is estimated that the rotational acceleration δ of the steering wheel also needs to be considered. ~ hand (I) steer (The equivalent rotational inertia of the steering system) can be used to express the actual self-aligning torque as follows:

[0103] T kping =W*Map1(F rack )+(1-W)*Map2(T hand )+I steer δ ~ hand .

[0104] In this diagram, Map1 represents the fourth mapping relationship, Map2 represents the fifth mapping relationship, and W represents the pre-set weight. For Map1: the mapping relationship between rack force and actual self-centering torque is calibrated by using rack force as input. This is achieved by applying different rack forces on a test bench, measuring or having engineers set corresponding self-centering torque values, and creating a table to obtain Map1. It is primarily used to simulate the self-centering characteristics of road surfaces. For Map2: the mapping relationship between driver's steering wheel torque and self-centering torque is calibrated by using driver's steering wheel torque as input. In a real vehicle or driving simulator, the self-centering torque is adjusted based on subjective evaluations (such as self-centering speed and residual angle) at different vehicle speeds and steering wheel forces, forming Map2.

[0105] Through this embodiment, the vehicle control unit can combine various signals from the steering system to determine the actual return torque, thereby improving the accuracy of the determination of the actual return torque.

[0106] In one embodiment, determining the amount of crosswind interference to be corrected based on the reference return torque and the actual return torque includes: obtaining the deviation between the reference return torque and the actual return torque; determining the amount of crosswind interference to be corrected based on the deviation and a target gain parameter; the target gain parameter characterizes the gain relationship between the return torque and the lateral force corresponding to the crosswind.

[0107] In this embodiment, under crosswind conditions, the vehicle control unit can determine the amount of crosswind interference to be corrected by detecting the deviation between the reference self-aligning torque and the actual self-aligning torque. Specifically, the vehicle control unit can obtain the amount of crosswind interference to be corrected by amplifying the deviation between the reference and actual self-aligning torques. The vehicle control unit can obtain the deviation value between the reference and actual self-aligning torques and determine the amount of crosswind interference to be corrected based on this deviation value and a target gain parameter. The target gain parameter characterizes the gain relationship between the self-aligning torque and the lateral force corresponding to the crosswind. This target gain parameter can be obtained through virtual simulation or calibration of actual vehicle control parameters.

[0108] Specifically, when the actual restoring torque T kping Significant deviation from the reference value (reference return torque) T kping ref If the crosswind disturbance has not been completely eliminated by the current control, then a closed-loop control gain (target gain parameter) K can be designed, and a crosswind disturbance increment to be corrected (crosswind disturbance change to be corrected) dF can be virtually calculated. yw Where d represents the change, and since the crosswind direction is the same as the direction of the forward turning torque, K < 0. The value of K can be determined by combining virtual simulation and actual vehicle control parameter calibration. Therefore, the above-mentioned crosswind disturbance increment to be corrected can be expressed as: dF yw =K(T kpingref -T kping ).

[0109] Through this embodiment, the vehicle control unit can determine the amount of crosswind interference to be corrected based on the deviation between the actual return torque and the reference return torque, thereby improving the accuracy of determining the amount of crosswind interference to be corrected.

[0110] In one embodiment, the method further includes: obtaining the equivalent lateral stiffness of the rear axle corresponding to the vehicle; and determining the first mapping relationship based on the equivalent lateral stiffness of the rear axle.

[0111] In this embodiment, the aforementioned first mapping relationship may be related to the vehicle's rear axle equivalent sideslip stiffness. The rear axle equivalent sideslip stiffness represents the proportional relationship between the lateral force generated by the rear axle and the rear wheel sideslip angle when considering the two rear wheels as a whole. The vehicle control unit can obtain the vehicle's corresponding rear axle equivalent sideslip stiffness and determine the first mapping relationship based on this stiffness.

[0112] Specifically, based on the ideal control formula for the crosswind lateral force and the rear wheel steering correction of the rear wheel steering system, the first mapping relationship between the crosswind disturbance change to be corrected and the rear wheel steering correction change can be expressed as: dδ r =-1 / C r *dF yw =(K*(T kping -T kping ref )) / C r Wherein, dδ r C represents the change in rear wheel steering correction. r dF represents the equivalent lateral stiffness of the rear axle. yw T represents the change in crosswind interference to be corrected, K represents the target gain parameter, and T represents the change in crosswind interference to be corrected. kping T represents the actual restoring torque. kping ref This indicates the reference return torque.

[0113] In this embodiment, the vehicle control unit can determine the first mapping relationship by combining the equivalent lateral stiffness of the rear axle. Based on the first mapping relationship, the vehicle control unit can control the vehicle under crosswind interference, thereby improving the stability of vehicle control.

[0114] In one embodiment, the method further includes: obtaining a first distance and a second distance corresponding to the vehicle; the first distance represents the distance from the rear axle of the vehicle to the center of mass of the vehicle; the second distance represents the distance from the equivalent wind force center of the vehicle when subjected to crosswinds to the center of mass; and determining the second mapping relationship based on the first distance and the second distance.

[0115] In this embodiment, when determining the second mapping relationship between the change in crosswind interference to be corrected and the change in yaw moment correction, the vehicle control unit can make the determination based on a first distance and a second distance. The first distance can be the distance from the rear axle of the vehicle to its center of mass, and the second distance can be the distance from the equivalent wind force center of the vehicle when subjected to crosswinds to its center of mass. After obtaining the first and second distances, the vehicle control unit can derive the second mapping relationship based on these distances.

[0116] Specifically, the vehicle control unit can obtain a first distance l from the rear axle of the vehicle to the center of gravity of the vehicle. r And obtain the second distance l from the equivalent wind force center of the vehicle to the aforementioned center of mass when it is subjected to crosswinds. w The second mapping relationship between the change in crosswind disturbance to be corrected and the change in yaw moment to be corrected can be expressed as: dM zw =-(l w +l r )dF yw =K(l w +l r (T) kping -T kping ref ). Among them, dM zw dF represents the change in yaw moment correction. yw T represents the change in crosswind interference to be corrected, K represents the target gain parameter, and T represents the change in crosswind interference to be corrected. kping T represents the actual restoring torque. kping ref This indicates the reference return torque.

[0117] Through this embodiment, the vehicle control unit can combine the first distance and the second distance to determine the second mapping relationship. Based on the second mapping relationship, the vehicle control unit can control the vehicle under crosswind interference, thereby improving the stability of vehicle control.

[0118] In one embodiment, controlling the vehicle's movement based on the rear wheel steering correction amount, the additional yaw moment correction amount, the rear wheel steering correction change amount, and the additional yaw moment correction change amount includes: determining a target rear wheel steering correction amount based on the rear wheel steering correction amount and the rear wheel steering correction change amount; determining a target additional yaw moment correction amount based on the additional yaw moment correction amount and the additional yaw moment correction change amount; and controlling the vehicle's movement based on the target rear wheel steering correction amount and the target additional yaw moment correction amount.

[0119] In this embodiment, the vehicle control unit can combine the rear-wheel steering correction amount and the additional yaw moment correction amount output after the previous adjustment with the rear-wheel steering correction change amount and the additional yaw moment correction change amount determined after the current adjustment to control the vehicle's movement. The vehicle control unit can determine a target rear-wheel steering correction amount based on the rear-wheel steering correction amount and the rear-wheel steering correction change amount. For example, the vehicle control unit can sum the rear-wheel steering correction amount and the rear-wheel steering correction change amount to obtain the target rear-wheel steering correction amount. The vehicle control unit can also determine a target additional yaw moment correction amount based on the additional yaw moment correction amount and the additional yaw moment correction change amount. For example, the vehicle control unit can sum the additional yaw moment correction amount and the additional yaw moment correction change amount to obtain the target additional yaw moment correction amount. Therefore, the vehicle control unit controls the vehicle's movement based on the target rear-wheel steering correction amount and the target additional yaw moment correction amount.

[0120] Specifically, the function for determining the target rear wheel steering correction amount can be expressed as: δ r =SUM(dδ r ), where δ r dδ represents the target rear wheel steering correction amount. r The value represents the change in rear wheel steering correction. SUM represents the summation of the changes in rear wheel steering correction obtained from each adjustment; that is, it's equivalent to summing the total rear wheel steering correction from the previous adjustment with the change in rear wheel steering correction in the current adjustment. The function for determining the target additional yaw moment correction can be expressed as: M zw =SUM(dM zw ), where M zw Indicates the target additional yaw moment correction, dM zw SUM represents the additional yaw moment correction change. SUM means summing the additional yaw moment correction changes obtained from each adjustment, which is equivalent to summing the total additional yaw moment correction of the previous adjustment with the additional yaw moment correction change of the current adjustment.

[0121] Through this embodiment, the vehicle control unit can combine the rear wheel steering correction amount, the aforementioned additional yaw moment correction amount, the aforementioned rear wheel steering correction change amount, and the aforementioned additional yaw moment correction change amount to control the vehicle's driving, thereby maintaining the vehicle's safe driving in crosswind environments and improving the stability of vehicle control.

[0122] In one embodiment, determining the target additional yaw moment correction based on the additional yaw moment correction amount and the additional yaw moment correction change amount includes: determining the additional yaw moment correction amount to be calibrated output by the distributed drive torque vector system based on the sum of the additional yaw moment correction amount and the additional yaw moment correction change amount; determining an error correction amount based on the error between the vehicle's expected yaw rate and the actual yaw rate; and determining the target additional yaw moment correction amount based on the additional yaw moment correction amount to be calibrated and the error correction amount.

[0123] In this embodiment, the aforementioned additional yaw moment correction change can be a theoretical value. To address the error between the theory and the actual vehicle, the vehicle control unit can calibrate the output of the additional yaw moment. Specifically, the vehicle control unit can first determine the additional yaw moment correction amount to be calibrated from the distributed drive torque vector system output based on the sum of the aforementioned additional yaw moment correction amount and the aforementioned additional yaw moment correction change amount. The vehicle control unit can also acquire the vehicle's desired yaw rate, which can be the theoretically expected yaw rate output by the vehicle at the current speed due to steering wheel rotation. The vehicle control unit can determine the error correction amount based on the error between the desired yaw rate and the actual yaw rate. The actual yaw rate can be the actual yaw rate output by the vehicle at the current speed and steering wheel angle. Therefore, the vehicle control unit can determine the target additional yaw moment correction amount based on the aforementioned additional yaw moment correction amount to be calibrated and the aforementioned error correction amount. For example, the vehicle control unit sums the additional yaw moment correction amount to be calibrated with the above error correction amount to obtain the target additional yaw moment correction amount.

[0124] Specifically, considering the numerous errors between the ideal dynamics model and the actual vehicle, the vehicle control unit can utilize the measured value of the yaw rate (actual yaw rate) γ from the onboard inertial measurement unit to construct a closed-loop proportional-integral (PI) control loop (direct yaw control) to help eliminate the γ residual that may be additionally introduced by the aforementioned control. For the vehicle approaching straight ahead, the target yaw rate (desired yaw rate) γ... ref The definition of can be determined based on the linear two-degree-of-freedom model of the vehicle, and the above error correction amount can be expressed as:

[0125] M zDYC =K p (γ ref -γ)+K i ∫(γ ref -γ)dt.

[0126] Among them, M zDYC K represents the error correction amount.p K represents the proportionality coefficient. i This represents the integral coefficient, and the final output is the target additional yaw moment M. z The sum of the two controls can be expressed as:

[0127] M Z =M zw +M zDYC Among them, M zw This indicates the additional yaw moment correction amount to be calibrated.

[0128] Through this embodiment, the vehicle control unit can combine the gap between theory and reality, use the expected yaw rate and the actual yaw rate to determine the error correction amount, and combine the error correction amount with the additional yaw moment correction amount to be calibrated to determine the target additional yaw moment correction amount, thereby improving the accuracy of determining the target additional yaw moment correction amount.

[0129] In one embodiment, the step of obtaining the desired yaw rate includes: obtaining the current vehicle speed and the current steering wheel angle of the vehicle; and determining the desired yaw rate based on the front and rear wheelbase of the vehicle, the current vehicle speed, and the current steering wheel angle.

[0130] In this embodiment, the vehicle control unit can determine the desired yaw rate by combining the vehicle speed and steering wheel angle. The vehicle control unit can obtain the vehicle's current speed and current steering wheel angle, and thus determine the desired yaw rate based on the vehicle's front and rear wheelbase, the current speed, and the current steering wheel angle.

[0131] Specifically, the target yaw rate (desired yaw rate) γ ref The definition of can be determined based on the linear two-degree-of-freedom model of the vehicle, and can be specifically expressed as:

[0132] γ ref =v / l*1 / (1+(v / v ch ) 2 )δ hand / GearRatio.

[0133] Where v represents the current vehicle speed, l represents the front and rear wheelbase of the vehicle, and v ch The characteristic vehicle speed is represented by v. ch It can be identified through calculation of the front and rear axle lateral stiffness, or by actual vehicle parameters, δ hand This indicates the current steering wheel angle, and GearRatio indicates the gear ratio.

[0134] In this embodiment, the vehicle control unit can determine the desired yaw rate by combining the vehicle speed and steering wheel angle, thereby improving the accuracy of the desired yaw rate determination.

[0135] In one exemplary embodiment, such as Figure 3 As shown, Figure 3 This is a schematic diagram of an optional flow of a vehicle control method in another embodiment. This embodiment includes the following:

[0136] The vehicle's crosswind resistance control function is activated by the crosswind resistance control enable signal output from the straight-ahead driving condition determination module. The input includes driver input parameters, namely the vehicle's speed (v) and the current steering wheel angle (δ). hand Steering wheel torque input (T) hand ), rack force input (F) rack The actual yaw rate input (γ) collected by the inertial measurement unit (IMU), along with the vehicle speed and steering wheel angle input by the driver, are synchronously sent to the still wind self-centering torque reference value module to calculate the reference self-centering torque (T). kping ref The steering wheel hand torque and rack force are input into the actual return torque estimation module to obtain the actual return torque (T). kping est The two sets of return torque signals are sent to the addition and subtraction unit for difference calculation. The resulting difference signal is transmitted to the closed-loop control gain module to output the crosswind interference correction increment (dF). yw The increment to be corrected for the crosswind interference is divided by a coefficient of negative one by the equivalent lateral stiffness of the axis (-1 / C). r Multiplying the sum of the negative front and rear wheelbases (-(lw+lr)) yields the change in rear wheel steering correction (dδ). r Additional yaw moment intermediate quantity (dM) zw The rear wheel steering correction change is fed into the summation unit (SUM) for calculation, and then the rear wheel steering correction (δ) is output. r The intermediate amount of the additional yaw moment is fed into another summing unit (SUM) to obtain the target additional yaw moment correction amount (M). z w), and at the same time, the vehicle speed and steering wheel angle input by the driver are sent to the driver yaw rate target module to generate the driver yaw rate target (γ). ref The driver's yaw rate target and the actual yaw rate γ collected by the inertial measurement unit (IMU) are fed into another set of addition and subtraction units for difference calculation. The difference signal is input to the differential yaw control proportional-integral controller (DYC PI controller), which outputs the differential braking additional yaw torque (M). zDYC ), target additional yaw moment correction (M) zw ) and error correction amount (M) zDYC The values ​​are fed into the end summing unit and superimposed to finally output the target additional yaw moment (M). ZThe entire control logic is only put into operation when the straight-line driving condition determination module outputs a valid enable signal. It simultaneously outputs two types of correction quantities: rear wheel steering correction and additional yaw moment correction, to achieve vehicle anti-crosswind stability control.

[0137] For vehicles operating in crosswind conditions, dynamic control is required to mitigate the damage caused by crosswinds. The vehicle control unit can qualitatively and quantitatively analyze the physical mechanisms of crosswind effects and their main hazards to subjective driving, starting from vehicle planar dynamics. Based on this, an ideal crosswind-free driving state and the core objective of active control are defined. Combining the control objective with vehicle planar dynamics, the ideal working relationship between the rear-wheel steering system and the distributed drive torque vector in the cooperative control can be preliminarily calculated. Considering practical engineering limitations, the final control architecture / algorithm design, based on the fundamental dynamic analysis conclusions, also needs to be integrated with the closed-loop control system design. This application focuses on the upper-level cooperative control algorithm design; crosswind scenario identification, function activation / exit conditions, software architecture / timing design, etc., can be referenced in other relevant studies and will not be elaborated upon here. Additionally, in the distributed drive torque vector control, the vehicle's additional yaw moment M... z The differential torque distribution of the 3 / 4 motor falls under the category of single-point functional design of the lower-level distributed drive torque vector, and the industrialization technology is already very mature, so it will not be elaborated here.

[0138] The vehicle control unit first performs a planar dynamics analysis to address the vehicle's crosswind control problem. However, crosswind control studies are typically limited to scenarios where the vehicle is traveling straight or nearly straight (e.g., in a straight-moving trend). When the vehicle turns, the angle between the vehicle's heading and the wind direction continuously changes, rendering crosswind irrelevant. Crosswind planar control focuses on the vehicle's lateral and yaw degrees of freedom. The effect of crosswind on the vehicle can be equivalently represented by an external lateral force F acting at the wind's center. yw .

[0139] For basic vehicles without active control systems (active rear-wheel steering, distributed torque vectoring system), the driver maintains straight-line driving by adjusting the steering wheel angle (front wheel angle). Since crosswind scenarios generally do not involve boundary driving, and the tires operate in the linear region, a classic two-degree-of-freedom vehicle model can be used to conduct relevant qualitative and quantitative analyses, including: ma y =mv(γ+β ~ )=F yf +F yr +F yw I z γ ~ =F yf l f -F yr l r +Fyw l w ;

[0140] Based on the linear assumption of tires, the relationship between tire lateral force and vehicle state is as follows:

[0141] F yf =C f (δ f -β-l f / vγ);

[0142] F yr =C r (-β+l r / vγ).

[0143] In the above formulas, m represents the vehicle mass; a y I represents the lateral acceleration of the entire vehicle. z C is the moment of inertia of the vehicle during yaw. f and C r These are the equivalent lateral stiffness of the front and rear axles, respectively; F yf and F yr These represent the lateral forces on the front and rear axles, respectively; l f and l r These are the distances from the front and rear axles to the vehicle's center of gravity, respectively; l = l f +l r γ is the front and rear wheelbase; v is the vehicle speed; γ is the yaw rate. ~ β is the yaw acceleration; β is the vehicle sideslip angle. ~ δ is the sideslip angular velocity; f F is the front wheel steering angle. yw The total lateral force of the crosswind; l w It is the horizontal distance from the equivalent wind center to the centroid (where positive is when the wind center is in front of the centroid, and negative is when it is behind).

[0144] If the vehicle needs to maintain straight-line travel without steering, then steady-state γ=0, γ ~ =0, a y =0, at this point, the solution yields the required front wheel steering angle input for steady state, and the corresponding vehicle sideslip angle attitude:

[0145] δ f =(C f (l f -l w )-C r (l r +l w )) / (C f C r l)F yw , β=(l f -l w ) / (C r l)Fyw .

[0146] Taking the parameters of a certain new energy family vehicle as an example, the vehicle's parameters can be expressed as: l f It is 1.505m (meters); l r It is 1.595m (meters); l w It is 0.08m (meters); C f 248600 N / rad (Newtons per radian); C r It is 255600 N / rad (Newtons per radian).

[0147] Using aerodynamic simulation tools, when the vehicle is traveling straight at 150 km / h and is subjected to a crosswind moving from right to left, the wind force exerted on the vehicle by different crosswind speeds is as follows: At a crosswind level of 8 and a wind speed of 75 km / h, the total crosswind force on the vehicle is 563 N (Newtons). At a crosswind level of 9 and a wind speed of 88 km / h, the total crosswind force on the vehicle is 686 N (Newtons). At a crosswind level of 10 and a wind speed of 102 km / h, the total crosswind force on the vehicle is 832 N (Newtons). At a crosswind level of 11 and a wind speed of 117 km / h, the total crosswind force on the vehicle is 1003 N (Newtons).

[0148] Based on the above parameters, the vehicle control unit quantitatively calculates the required front wheel steering angle input to maintain straight-line travel under this condition. The results, along with the overall vehicle sideslip angle and the lateral forces on the front and rear axles, are as follows:

[0149] When the crosswind force is 8, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0121 degrees, the vehicle sideslip angle β should be 0.0580 degrees, and the front axle lateral force F yf The rear axle lateral force F can be -304.2 N (Newtons). yr It can be -258.8 N (Newtons).

[0150] When the crosswind force is 9, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0147 degrees, the vehicle sideslip angle β should be 0.0707 degrees, and the front axle lateral force F yf The rear axle lateral force F can be -370.6 N (Newtons). yr It can be -315.3 N (Newtons).

[0151] When the crosswind force is 10, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0179 degrees, the vehicle sideslip angle β should be 0.0857 degrees, and the front axle lateral force Fyf The rear axle lateral force F can be -449.5 N (Newtons). yr It can be -382.4 N (Newtons).

[0152] When the crosswind force is 11, in order to maintain straight driving, the front wheel steering angle δ f It should be -0.0216 degrees, the vehicle sideslip angle β should be 0.1034 degrees, and the front axle lateral force F yf The rear axle lateral force F can be -541.9 N (Newtons). yr It can be -461.1 N (Newtons).

[0153] The quantitative calculations above show that in crosswind scenarios, the front wheel steering angle needed to maintain straight-line driving is close to the center, and the overall vehicle sideslip angle caused by the crosswind is also very small. This indicates that as long as the steering wheel (front wheel steering angle) can be stabilized, the impact of crosswind on the vehicle's horizontal motion is very limited. The focus of crosswind horizontal control should be on preventing forward steering deviation caused by crosswinds, while unexpected yaw corrections caused by crosswinds should only be used as auxiliary controls.

[0154] The core reason for forward deflection is that, in order to maintain straight-line driving, the front and rear axles need to jointly generate opposing tire lateral forces to balance the crosswind forces from the outside. At this time, due to the tire lateral force on the front axle, a self-centering torque is inevitably generated around the steering kingpin. Since the front steering gear has no locking mechanism, the self-centering torque, as an external load, is ultimately transmitted to the steering wheel through the steering transmission mechanism and is clearly perceived by the driver. Furthermore, in the design of conventional electronic power steering (EPS) systems, the level of electronic power assistance is usually designed to be relatively low near the center position of the steering wheel, which also leads to a greater degree of kingpin self-centering torque being fed back to the steering wheel in this condition.

[0155] In most drivers' minds, the self-centering torque helps the front wheels return to center and maintain straight driving. However, when driving straight in a crosswind, the residual self-centering torque in the center area can actually cause the front wheels to veer off course. At this point, to prevent the steering wheel from veering off course, the driver needs to continuously apply force to counteract the external self-centering torque. For inexperienced drivers, or those who are careless while driving, the extra self-centering torque caused by the crosswind can easily lead to the front wheels veering off course. If the vehicle is traveling straight at high speed, even a slight deviation in front wheel deviation can significantly affect the vehicle's attitude and trajectory, causing adverse consequences. The driver also needs to continuously apply force to maintain control of the steering wheel, which increases driving tension and fatigue, creating additional mental stress.

[0156] Based on the above analysis, the key to crosswind-resistant planar control lies primarily in eliminating the interference of the forward steering return torque on the steering wheel. To this end, the vehicle control unit can suppress crosswind interference at its source, such as through close cooperation with new intelligent chassis components (e.g., active rear-wheel steering system, distributed drive torque vectoring system), unloading the lateral force on the front wheels caused by crosswinds, avoiding unwanted return torque during forward steering, and thus eliminating or weakening crosswind interference at its source.

[0157] The vehicle control unit is based on the principles of vehicle dynamics. Building upon the aforementioned two-degree-of-freedom dynamic equations, if the active control of the rear-wheel steering system and the distributed drive torque vectoring system is superimposed, the new dynamic equations are as follows:

[0158] ma y =mv(γ+β ~ )=F yf +F yr +F yw I z γ ~ =F yf l f -F yr l r +F yw l w +M z ;F yf =C f (δ f -β-l f / vγ), F yr =C r (δ r -β+l r / vγ).

[0159] Where δ r M represents the rear wheel steering angle introduced by the active control of the rear wheel steering system. z This represents the additional yaw moment of the vehicle introduced by the active control of the distributed drive torque vectoring system. The introduction of active control makes it possible to achieve a crosswind-free driving experience. The ideal vehicle state is defined as follows: the vehicle can maintain straight-line driving without steering: γ=0, γ ~ =0, a y =0; Vehicle speed is in the same direction as the front of the vehicle, with no lateral translational motion: β=0, β ~ =0; the driver does not need to correct linear motion using the steering wheel: δ f =0; When the vehicle is traveling straight, the front wheels do not generate lateral force, and consequently, the front axle does not generate a self-aligning torque: F yf =0. Substituting the above ideal vehicle target state into the equation, the control quantities of the rear-wheel steering system and the distributed drive torque vectoring system are obtained as follows:

[0160] δ r =(-1 / C r )F yw M z =-(l w +l r )F yw .

[0161] As can be seen, the control quantities provided by the rear-wheel steering system and the distributed drive torque vectoring system at this point satisfy a fixed linear relationship with the crosswind force. Essentially, active control, through the coordination between the rear-wheel steering system and the distributed drive torque vectoring system, transfers all the anti-crosswind tire lateral force generated by the front axle to the rear wheels, avoiding unwanted self-centering torque from forward steering; simultaneously, it relies on longitudinal differential torque distribution to generate additional yaw torque, balancing the torque formed between the crosswind force and the rear axle lateral force. Unlike front-wheel steering, rear-wheel steering includes a locking mechanism to resist external load impacts. The lateral load from the front axle is transferred to the rear axle and does not adversely affect the rear wheel steering angle control. Using the aforementioned actual vehicle parameters, the quantitative calculation results of the control quantities in the vehicle control unit are as follows:

[0162] When the crosswind is at level 8, in order to maintain straight travel, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.1262 degrees, and the additional yaw moment of the coordinated control TV should be -943 Nm.

[0163] When the crosswind level is 9, in order to maintain straight driving, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.1538 degrees, and the additional yaw moment output by the coordinated control distributed drive torque vectoring system should be -1149 Nm.

[0164] When the crosswind level is 10, in order to maintain straight driving, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.1865 degrees, and the additional yaw moment output by the coordinated control distributed drive torque vectoring system should be -1394 Nm.

[0165] When the crosswind level is 11, in order to maintain straight driving, the rear wheel steering angle output by the coordinated control rear wheel steering system should be -0.2248 degrees, and the additional yaw moment output by the coordinated control distributed drive torque vectoring system should be -1680 Nm.

[0166] Therefore, it can be seen that the control target values ​​of the above rear wheel steering system and distributed drive torque vectoring system are far below the usable boundaries of most tires and motors, and will not have an excessive impact on longitudinal stability.

[0167] Vehicle control units can achieve vehicle control in crosswind environments through cooperative control. The above dynamic principle analysis provides directional guidance for control algorithm design, but the ideal calculation results cannot be directly applied to engineering implementation. The core limitation is the crosswind force F required for ideal calculations. yw The inputs cannot be directly measured on a real vehicle, nor are they easy to estimate with high accuracy online. Therefore, in the actual implementation of the control algorithm, a closed-loop control approach can be chosen, which does not rely on F. yw Accurate estimation.

[0168] Among them, the crosswind plane control is limited to the vehicle's straight or near-straight driving conditions. Therefore, the vehicle control unit can first collect the driver's input and determine that the vehicle is going straight before proceeding with subsequent control.

[0169] Reference value for the return torque of the front axle kingpin when the steering wheel is in the center area under ideal calm wind conditions (reference return torque) T kping ref It should be related to vehicle speed v and steering wheel angle δ hand Relatedly, the vehicle control unit can determine the third mapping relationship through theoretical calculations or real-vehicle test calibration. The third mapping relationship can be expressed as: T kping ref =Map ref (v,δ hand ). Among them, Map ref This represents a two-dimensional mapping function that maps vehicle speed and steering wheel angle to a corresponding reference self-centering torque. The vehicle control unit can determine this third mapping relationship by measuring the reference self-centering torque at different vehicle speeds and steering wheel angles on a real vehicle.

[0170] Actual front axle kingpin return torque (actual return torque) T kping It cannot be directly measured, but it is related to the steering rack force F. rack Steering wheel torque T hand They are strongly correlated, and both can be obtained from the steering system output signal. F rack To T kping The conversion is mainly related to the line angle ratio from the rack to the wheel end (fourth mapping relationship); while T hand To T kping The conversion is also related to the design of the upper mechanical transmission and the power steering system (the fifth mapping relationship). These two mapping relationships can also be accurately measured using a steering test bench at the center of the steering wheel. Finally, the vehicle control unit provides T by weighting the results. kping The estimate. Considering the possibility of the driver losing control, T kping It is estimated that the rotational acceleration δ of the steering wheel also needs to be considered. ~ hand (I) steer(The equivalent rotational inertia of the steering system) can be used to express the actual self-aligning torque as follows:

[0171] T kping =W*Map1(F rack )+(1-W)*Map2(T hand )+I steer δ ~ hand .

[0172] In this context, Map1 represents the fourth mapping relationship, Map2 represents the fifth mapping relationship, and W represents the pre-defined weight.

[0173] When the actual restoring torque T kping Significant deviation from the reference value (reference return torque) T kping ref If the crosswind disturbance has not been completely eliminated by the current control, then a closed-loop control gain (target gain parameter) K can be designed, and a crosswind disturbance increment to be corrected (crosswind disturbance change to be corrected) dF can be virtually calculated. yw Where d represents the change, and since the crosswind direction is the same as the direction of the forward turning torque, K < 0. The value of K can be determined by combining virtual simulation and actual vehicle control parameter calibration. Therefore, the above-mentioned crosswind disturbance increment to be corrected can be expressed as: dF yw =K(T kping ref -T kping ).

[0174] Based on the ideal control formula for the crosswind lateral force and the rear wheel steering correction of the rear wheel steering system, the first mapping relationship between the crosswind disturbance change to be corrected and the rear wheel steering correction change can be expressed as: dδ r =-1 / C r *dF yw =(K*(T kping -T kping ref )) / C r Wherein, dδ r C represents the change in rear wheel steering correction. r dF represents the equivalent lateral stiffness of the rear axle. yw T represents the change in crosswind interference to be corrected, K represents the target gain parameter, and T represents the change in crosswind interference to be corrected. kping T represents the actual restoring torque. kping ref This indicates the reference return torque.

[0175] The vehicle control unit can obtain the first distance l from the rear axle of the vehicle to the center of gravity of the vehicle. r And obtain the second distance l from the equivalent wind force center of the vehicle to the aforementioned center of mass when it is subjected to crosswinds.w The second mapping relationship between the change in crosswind disturbance to be corrected and the change in yaw moment to be corrected can be expressed as: dM zw =-(l w +l r )dF yw =K(l w +l r (T) kping -T kping ref ). Among them, dM zw dF represents the change in yaw moment correction. yw T represents the change in crosswind interference to be corrected, K represents the target gain parameter, and T represents the change in crosswind interference to be corrected. kping T represents the actual restoring torque. kping ref This indicates the reference return torque.

[0176] The function for determining the target rear wheel steering correction amount can be expressed as: δ r =SUM(dδ r ), where δ r dδ represents the target rear wheel steering correction amount. r The value represents the change in rear wheel steering correction. SUM represents the summation of the changes in rear wheel steering correction obtained from each adjustment; that is, it's equivalent to summing the total rear wheel steering correction from the previous adjustment with the change in rear wheel steering correction in the current adjustment. The function for determining the target additional yaw moment correction can be expressed as: M zw =SUM(dM zw ), where M zw Indicates the target additional yaw moment correction, dM zw SUM represents the additional yaw moment correction change. SUM means summing the additional yaw moment correction changes obtained from each adjustment, which is equivalent to summing the total additional yaw moment correction of the previous adjustment with the additional yaw moment correction change of the current adjustment.

[0177] The vehicle control unit, considering the numerous errors between the ideal dynamics model and the actual vehicle, can utilize the measured yaw rate (actual yaw rate) γ from the onboard inertial measurement unit to construct a closed-loop proportional-integral (PI) control loop (direct yaw control), helping to eliminate the γ residual that may be additionally introduced by the aforementioned control. For the vehicle approaching straight ahead, the target yaw rate (desired yaw rate) γ... ref The definition can be determined based on a linear two-degree-of-freedom model of the vehicle, with the characteristic vehicle speed v. ch The error correction amount can be expressed as follows: This can be calculated using the front and rear axle lateral stiffness, or identified using actual vehicle parameters:

[0178] M zDYC =K p (γ ref -γ)+K i ∫(γ ref -γ)dt.

[0179] Among them, M zDYC K represents the error correction amount. p K represents the proportionality coefficient. i This represents the integral coefficient, and the final output is the target additional yaw moment M. z The sum of the two controls can be expressed as:

[0180] M Z =M zw +M zDYC .

[0181] Target yaw rate (desired yaw rate) γ ref The definition of can be determined based on the linear two-degree-of-freedom model of the vehicle, and can be specifically expressed as:

[0182] γ ref =v / l*1 / (1+(v / v ch ) 2 )δ hand / GearRatio.

[0183] Where v represents the current vehicle speed, l represents the front and rear wheelbase of the vehicle, and v ch The characteristic vehicle speed is represented by v. ch It can be identified through calculation of the front and rear axle lateral stiffness, or by actual vehicle parameters, δ hand This indicates the current steering wheel angle, and GearRatio indicates the gear ratio.

[0184] The vehicle control unit fully utilizes the rear-wheel steering system and distributed drive torque vectoring system in the intelligent chassis to formulate a planar cooperative control algorithm at the chassis domain control layer. This effectively eliminates or reduces the adverse interference of crosswind conditions on subjective driving, achieving an ideal driving state where crosswinds are imperceptible. Deploying this algorithm using a co-simulation platform allows for preliminary verification of the benefits of crosswind-resistant planar cooperative control. Figures 4(a) to 4(f) , Figures 5(a) to 5(f) , Figures 6(a) to 6(b) As shown, Figures 4(a) to 4(f) This is an optional test schematic diagram of a vehicle without a control basis in one embodiment. Figures 5(a) to 5(f) This is an optional test schematic diagram of a vehicle containing a control basis in one embodiment. Figures 6(a) to 6(b) This is an optional test diagram of the output control rate in one embodiment.

[0185] in, Figures 4(a) to 4(f) Figure 4(a) shows the vehicle dynamic response curves of a vehicle without control basis under strong crosswind driving conditions. The figure contains six sets of parameter time-series curves. Figure 4(b) shows the relationship between vehicle speed and time for a vehicle without control basis; Figure 4(c) shows the relationship between lateral offset of vehicle trajectory and time for a vehicle without control basis; Figure 4(d) shows the relationship between driver input steering wheel angle and time for a vehicle without control basis; Figure 4(e) shows the dynamic relationship between vehicle body yaw rate and time for a vehicle without control basis; and Figure 4(f) shows the relationship between forward turning torque and time for a vehicle without control basis. These figures reflect the dynamic evolution of various dynamic parameters of the vehicle under crosswind disturbance without active control as the test duration progresses. Figures 5(a) to 5(f) The dynamic response curves of the vehicle with control basis under the same crosswind conditions are shown in Figure 5(a), which includes six sets of time-series curves. Figure 5(b) shows the relationship between the vehicle speed and time of the vehicle with control basis, the crosswind speed and time of the vehicle with control basis, the lateral offset of the vehicle trajectory and time of the vehicle with control basis, the steering wheel angle and time of the vehicle with control basis, the body yaw rate and time of the vehicle with control basis, and the forward return torque and time of the vehicle with control basis. Figures 6(a) to 6(b) The timing curves of the output control rate include two sets of control command variation curves. Figure 6(a) shows the relationship between the output control rate and the rear wheel target steering angle control command over time, and Figure 6(b) shows the relationship between the output control rate and the additional yaw moment control command over time.

[0186] A crosswind of fixed direction is introduced in a straight-line scenario, with the wind speed gradually increasing from zero to a gale force of 11 over time. The simulation results for the basic vehicle without active control are as follows: Figures 4(a) to 4(f) As shown. Under the same operating conditions, the vehicle simulation results, which include the coordinated control of the rear-wheel steering system and the distributed drive torque vectoring system, are as follows. Figures 5(a) to 5(f) As shown, it can be determined that the lateral deviation of the trajectory is significantly reduced. Specifically, the changes in the control quantity output by the collaborative control algorithm of the rear-wheel steering system and the distributed drive torque vectoring system are as follows: Figures 6(a) to 6(b) As shown in the simulation, the comparison between the two sets of simulations reveals that, compared to the base vehicle, the vehicle with planar cooperative control including a rear-wheel steering system and a distributed drive torque vectoring system significantly reduces the undesirable forward steering torque caused by crosswinds, thereby weakening the interference of crosswinds on the driver. Simultaneously, combined with closed-loop control, the vehicle's attitude is better maintained, preventing it from veering off course.

[0187] Through the above embodiments, when a vehicle is affected by crosswinds, the reference and actual self-aligning torques under various corrections output by the rear-wheel steering system and the distributed drive torque vector system are used to determine the amount of crosswind interference to be corrected. Based on multiple mapping relationships, the rear-wheel steering correction change output by the rear-wheel steering system and the additional yaw moment correction change output by the distributed drive torque vector system are determined. By combining the above-mentioned rear-wheel steering correction, additional yaw moment correction, rear-wheel steering correction change, and additional yaw moment correction change, the vehicle's movement is controlled, reducing the adverse effects of crosswinds on vehicle control and improving the stability of vehicle control.

[0188] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0189] Based on the same inventive concept, this application also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle control device embodiments provided below can be found in the limitations of the vehicle control method described above, and will not be repeated here.

[0190] In one exemplary embodiment, such as Figure 7 As shown, a vehicle control device is provided, including: an acquisition module 500, a first determination module 501, a second determination module 502, a third determination module 503, and a control module 504, wherein:

[0191] The acquisition module 500 is used to acquire the reference self-aligning torque and the actual self-aligning torque of the vehicle when it is traveling under the rear wheel steering correction and the additional yaw moment correction.

[0192] The first determining module 501 is used to determine the amount of crosswind interference to be corrected based on the above-mentioned reference return torque and the above-mentioned actual return torque.

[0193] The second determining module 502 is used to determine the rear wheel steering correction change output by the rear wheel steering system of the vehicle based on the first mapping relationship between the rear wheel steering correction change corresponding to the vehicle and the crosswind interference change to be corrected.

[0194] The third determining module 503 is used to determine the additional yaw moment correction change output by the distributed drive torque vector system of the vehicle based on the second mapping relationship between the additional yaw moment correction change corresponding to the vehicle and the crosswind interference to be corrected change.

[0195] The control module 504 is used to control the vehicle's movement based on the aforementioned rear wheel steering correction amount, the aforementioned additional yaw moment correction amount, the aforementioned rear wheel steering correction change amount, and the aforementioned additional yaw moment correction change amount.

[0196] In one embodiment, the device further includes: a reference acquisition module, configured to acquire the current vehicle speed and current steering wheel angle of the vehicle; determine the reference return torque based on the current vehicle speed, the current steering wheel angle, and a third mapping relationship; the third mapping relationship characterizes the mapping relationship between vehicle speed, steering wheel angle, and reference return torque.

[0197] In one embodiment, the apparatus further includes: an actual acquisition module, configured to acquire the steering rack force, steering wheel torque, steering wheel rotational acceleration, and equivalent moment of inertia of the vehicle under rear wheel steering correction and additional yaw moment correction; the equivalent moment of inertia represents the parameter of the inertia of each component in the steering system of the vehicle equivalent to the steering wheel; and to determine the actual self-centering torque based on the steering rack force, steering wheel torque, rotational acceleration, equivalent moment of inertia, a fourth mapping relationship, and a fifth mapping relationship; the fourth mapping relationship represents the mapping relationship between the steering rack force and the actual self-centering torque, and the fifth mapping relationship represents the mapping relationship between the steering wheel torque and the actual self-centering torque.

[0198] In one embodiment, the first determining module 501 is used to obtain the deviation between the reference return torque and the actual return torque; and to determine the amount of change to be corrected for crosswind interference based on the deviation and the target gain parameter; the target gain parameter characterizes the gain relationship between the return torque and the lateral force corresponding to the crosswind.

[0199] In one embodiment, the device further includes: a first mapping module, configured to obtain the equivalent lateral stiffness of the rear axle corresponding to the vehicle; and determine the first mapping relationship based on the equivalent lateral stiffness of the rear axle.

[0200] In one embodiment, the device further includes: a second mapping module, configured to acquire a first distance and a second distance corresponding to the vehicle; the first distance represents the distance from the rear axle of the vehicle to the center of mass of the vehicle; the second distance represents the distance from the equivalent wind force center of the vehicle to the center of mass when subjected to crosswinds; and determine the second mapping relationship based on the first distance and the second distance.

[0201] In one embodiment, the control module 504 is configured to determine a target rear wheel steering correction amount based on the rear wheel steering correction amount and the rear wheel steering correction change amount; determine a target additional yaw moment correction amount based on the additional yaw moment correction amount and the additional yaw moment correction change amount; and control the vehicle to move based on the target rear wheel steering correction amount and the target additional yaw moment correction amount.

[0202] In one embodiment, the control module 504 is configured to determine the additional yaw moment correction amount to be calibrated output by the distributed drive torque vector system based on the sum of the additional yaw moment correction amount and the additional yaw moment correction change amount; determine the error correction amount based on the error between the vehicle's expected yaw rate and the actual yaw rate; and determine the target additional yaw moment correction amount based on the additional yaw moment correction amount to be calibrated and the error correction amount.

[0203] In one embodiment, the control module 504 is used to acquire the current vehicle speed and current steering wheel angle of the vehicle; and to determine the desired yaw rate based on the front and rear wheelbase of the vehicle, the current vehicle speed, and the current steering wheel angle.

[0204] Each module in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the vehicle-side control device in hardware form or independent of it, or stored in the memory of the vehicle-side control device in software form, so that the processor can call and execute the corresponding operations of each module.

[0205] In one exemplary embodiment, a vehicle-side control device is provided, which may include a vehicle control unit, the internal structure of which may be as shown in the figure. Figure 8As shown, the vehicle-mounted control device includes a processor, memory, and computer program. The processor, memory, and input / output interface are connected via a system bus, and the communication interface is also connected to the system bus via the input / output interface. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer program, and database. The internal memory provides an environment for the operation of the operating system and computer program stored in the non-volatile storage media. The communication interface of the vehicle-mounted control device is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it implements a vehicle control method.

[0206] Those skilled in the art will understand that Figure 8 The structure shown is a block diagram of a portion of the structure related to the solution of this application, and does not constitute a limitation on the vehicle-side control device to which the solution of this application is applied. The specific vehicle-side control device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0207] In one exemplary embodiment, a vehicle-mounted control device is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0208] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method embodiments.

[0209] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0210] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0211] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program mentioned can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0212] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0213] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the reference and actual self-aligning torques of the vehicle under rear wheel steering correction and additional yaw moment correction. Based on the reference return torque and the actual return torque, determine the amount of change to be corrected for crosswind interference; Based on the first mapping relationship between the rear wheel steering correction change of the vehicle and the crosswind interference change to be corrected, the rear wheel steering correction change output by the rear wheel steering system of the vehicle is determined. Based on the second mapping relationship between the additional yaw moment correction change corresponding to the vehicle and the crosswind interference to be corrected change, the additional yaw moment correction change output by the vehicle's distributed drive torque vector system is determined. The vehicle is controlled to move based on the rear wheel steering correction amount, the additional yaw moment correction amount, the change in rear wheel steering correction amount, and the change in additional yaw moment correction amount.

2. The method according to claim 1, characterized in that, The steps for obtaining the return torque include: Obtain the vehicle's current speed and current steering wheel angle; The reference self-centering torque is determined based on the current vehicle speed, the current steering wheel angle, and the third mapping relationship; the third mapping relationship represents the mapping relationship between vehicle speed, steering wheel angle, and reference self-centering torque.

3. The method according to claim 1, characterized in that, The steps for obtaining the actual return torque include: The steering rack force, steering wheel torque, steering wheel rotational acceleration, and equivalent moment of inertia of the vehicle are obtained under the rear wheel steering correction and additional yaw moment correction. The equivalent moment of inertia represents the parameters of the inertia of each component in the vehicle's steering system equivalent to the steering wheel. The actual self-centering torque is determined based on the steering rack force, the steering wheel hand torque, the rotational acceleration, the equivalent moment of inertia, the fourth mapping relationship, and the fifth mapping relationship; the fourth mapping relationship characterizes the mapping relationship between the steering rack force and the actual self-centering torque, and the fifth mapping relationship characterizes the mapping relationship between the steering wheel hand torque and the actual self-centering torque.

4. The method according to claim 1, characterized in that, Based on the reference return torque and the actual return torque, determine the change in crosswind interference to be corrected, including: Obtain the deviation between the reference return torque and the actual return torque; Based on the deviation value and the target gain parameter, the amount of change to be corrected for the crosswind interference is determined; the target gain parameter characterizes the gain relationship between the normalizing torque and the lateral force corresponding to the crosswind.

5. The method according to claim 1, characterized in that, The method also includes: Obtain the equivalent lateral stiffness of the rear axle of the vehicle; The first mapping relationship is determined based on the equivalent lateral stiffness of the rear axle.

6. The method according to claim 1, characterized in that, The method also includes: Obtain a first distance and a second distance corresponding to the vehicle; the first distance represents the distance from the rear axle of the vehicle to the center of mass of the vehicle; the second distance represents the distance from the equivalent wind force center of the vehicle to the center of mass when it is subjected to crosswinds; The second mapping relationship is determined based on the first distance and the second distance.

7. The method according to any one of claims 1 to 6, characterized in that, Controlling the vehicle's movement based on the rear wheel steering correction amount, the additional yaw moment correction amount, the change in rear wheel steering correction amount, and the change in additional yaw moment correction amount includes: The target rear wheel steering correction amount is determined based on the rear wheel steering correction amount and the rear wheel steering correction change amount; The target additional yaw moment correction amount is determined based on the additional yaw moment correction amount and the additional yaw moment correction change amount. The vehicle is controlled to move based on the target rear wheel steering correction amount and the target additional yaw moment correction amount.

8. The method according to claim 7, characterized in that, The target additional yaw moment correction is determined based on the additional yaw moment correction amount and the additional yaw moment correction change amount, including: The additional yaw moment correction to be calibrated is determined based on the sum of the additional yaw moment correction amount and the additional yaw moment correction change amount; The error correction amount is determined based on the error between the expected yaw rate and the actual yaw rate of the vehicle. The target additional yaw moment correction is determined based on the additional yaw moment correction to be calibrated and the error correction.

9. A vehicle-end control device, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 8.

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