A vehicle cross-wind preview and cooperative stability control method and device, electronic equipment and storage medium

Abstract

The application discloses a vehicle cross-wind preview and cooperative stability control method and device, electronic equipment and storage medium, and belongs to the technical field of cross-wind cooperative control. The method comprises the following steps: pre-adjusting a roll suppression parameter and pushing a first prompt information before entering a cross-wind section, and after entering, dynamically distributing the weight of each execution domain according to the driving environment and vehicle state information, cooperatively issuing an instruction and pushing a second prompt information, gradually reducing the control amount after driving off and pushing a third prompt information, and upgrading the cross-wind control from single-point passive response to three-stage closed-loop control of preview, cooperation and recovery. The pre-adjustment of the application enables the vehicle to be in the best anti-disturbance posture when the cross-wind comes, realizes multi-system joint vehicle control through multi-execution domain dynamic distribution and cooperation, gradually reduces the control amount to avoid driving off mutation, and can sequentially prompt in the three stages to relieve the tension of the driver, and can meet the actual needs of driving safety and driving experience in a complex cross-wind scene.

Description

Technical Field

[0001] This application relates to the field of crosswind cooperative control technology, and in particular to a method, device, electronic device and storage medium for vehicle crosswind prediction and cooperative stability control. Background Technology

[0002] Existing technologies typically employ a responsive control mode when building crosswind stability control systems. This means that only after the vehicle enters a crosswind area and the vehicle body has shifted, corrections are made by a single actuator such as an electronic stability program or suspension system based on dynamic state feedback such as yaw rate and lateral acceleration. After the vehicle leaves the crosswind area, the control output is often directly cut off, and the vehicle returns to normal driving status.

[0003] Due to the lack of a pre-emptive mechanism for anti-crosswind risks, traditional technologies can only passively respond to vehicle deviations that have already occurred during crosswind stability control. Without a mechanism to pre-adjust the vehicle before it enters a crosswind area, they cannot ensure the vehicle is in the optimal anti-interference posture when crosswinds arrive. Furthermore, crosswind correction relies solely on a single execution system, limiting control dimensions and making it difficult to fully compensate for roll and yaw caused by crosswinds. The lack of end-to-end human-machine interaction prompts also makes it difficult for drivers to alleviate psychological stress in crosswind scenarios when they cannot perceive whether the system is working. In short, traditional crosswind stability control solutions cannot simultaneously meet the practical needs of driving safety and passenger experience in complex crosswind scenarios. Summary of the Invention

[0004] The main purpose of this application is to propose a method, device, electronic device and storage medium for vehicle crosswind prediction and cooperative stability control, which can meet the actual needs of driving safety and driving experience in complex crosswind scenarios.

[0005] To achieve the above objectives, one aspect of this application proposes a vehicle crosswind anti-slip and cooperative stability control method, the method comprising: When it is detected that the current vehicle will enter a crosswind section after a preset time, the roll suppression parameters of the current vehicle are pre-adjusted and a first prompt message is pushed to the driver; wherein, the first prompt message is used to indicate that the current vehicle has completed crosswind response preparations before entering the crosswind section. When it is detected that the current vehicle has entered a crosswind section, control weights are assigned to each execution domain based on the vehicle's driving environment information and vehicle status information, and cooperative control commands are issued to each execution domain. A second prompt message is also pushed to the driver to indicate that the current vehicle is performing crosswind stability control. Here, the execution domain refers to the functional system in the current vehicle that can receive crosswind stability control commands and execute corresponding control actions; the control weight is used to characterize the degree of participation of the corresponding execution domain in crosswind stability cooperative control. When it is detected that the current vehicle has left the crosswind section, the control weight of each execution domain is gradually reduced to restore the current vehicle to normal driving status; at the same time, a third prompt message is pushed to the driver; wherein, the third prompt message is used to indicate that the current vehicle has completed crosswind stabilization control.

[0006] Furthermore, the vehicle driving environment information includes: road crosswind traffic signs, road segment characteristics, and vehicle driving scenario characteristics; The current vehicle will enter the crosswind section detection process after a preset time, including: When the navigation route determines that the vehicle will enter a crosswind section after a preset time, or when a crosswind traffic sign is identified based on the vehicle's driving environment information, semantic understanding is performed based on the road section features and the vehicle's driving scenario features to generate crosswind risk assessment information; wherein, the crosswind risk assessment information is used to indicate whether there is a crosswind risk. When the crosswind risk assessment information is used to indicate the existence of crosswind risk, it is determined that the current vehicle will enter the crosswind section after a preset time. If the crosswind risk assessment information is used to indicate that there is no crosswind risk, then it is determined that the current vehicle will not enter the crosswind section after a preset time.

[0007] Furthermore, the crosswind risk assessment information also includes: the crosswind risk level when crosswind risk exists; the roll suppression parameters include: vehicle speed, suspension stiffness, and suspension damping. The pre-adjustment of the roll suppression parameters of the current vehicle includes: Based on the crosswind risk level, determine the first pre-adjustment value of the vehicle speed, the second pre-adjustment value of the suspension stiffness, and the third pre-adjustment value of the suspension damping; The vehicle speed is pre-adjusted based on the first pre-adjustment value; The suspension stiffness is pre-adjusted according to the second pre-adjustment value, and the suspension damping is pre-adjusted according to the third pre-adjustment value.

[0008] Furthermore, the vehicle driving environment information includes: real-time wind information; the vehicle status information includes: vehicle body offset and vehicle body posture information; The step of allocating control weights to each execution domain and issuing cooperative control commands to each execution domain based on vehicle driving environment information and vehicle status information includes: Based on the real-time wind information, the intensity of crosswind disturbance is determined; based on the vehicle body offset and the vehicle body attitude information, the vehicle body deviation degree is determined to indicate the degree to which the current vehicle deviates from a stable state. The control weight corresponding to each execution domain is determined based on the crosswind disturbance intensity and the vehicle body deviation. Based on the control weight and control target corresponding to each execution domain, a collaborative control instruction corresponding to each execution domain is generated and sent to each execution domain. The control objective is used to indicate the control effect that the corresponding execution domain should achieve in crosswind stabilization and collaborative control.

[0009] Furthermore, the vehicle driving environment information also includes: neighboring vehicle information; the neighboring vehicle information includes vehicle driving data of at least two target vehicles; wherein, the volume of the target vehicles is larger than that of the current vehicle; After detecting that the current vehicle has entered the crosswind section, and before detecting that the current vehicle has left the crosswind section, the method further includes: Extract at least two target vehicles that are closest to the current vehicle as candidate vehicles; If the distance between adjacent candidate vehicles is less than a preset distance threshold, the cooperative control command remains unchanged until the current vehicle has completely passed all candidate vehicles. Then, the control weights of each execution domain are recalculated and the cooperative control command is updated. If the distance between adjacent candidate vehicles is not less than a preset distance threshold, after detecting that the current vehicle has passed each candidate vehicle, the control weight of each execution domain is recalculated and the cooperative control command is updated.

[0010] Furthermore, the execution domain includes the chassis domain, braking domain, driving assistance domain, and body domain; the coordinated control commands include: suspension damping adjustment command, four-wheel differential braking command, vehicle speed control command, steering assist command, and lighting control command; The step of generating a cooperative control instruction for each execution domain and issuing it to each execution domain based on the control weight and control target corresponding to each execution domain includes: Based on the first control weight corresponding to the chassis domain and the first control target corresponding to the chassis domain, the suspension damping adjustment command is generated and sent to the chassis domain so that the chassis domain adjusts the damping of the continuous damping control shock absorber. Based on the second control weight corresponding to the braking domain and the second control target corresponding to the braking domain, the four-wheel differential braking command is generated and sent to the braking domain so that the braking domain controls the braking force distribution of each wheel and outputs yaw moment to compensate for vehicle yaw. Based on the third control weight corresponding to the driving assistance domain and the third control target corresponding to the driving assistance domain, the vehicle speed control command and the steering assist command are generated and sent to the driving assistance domain so that the driving assistance domain adjusts the vehicle speed and applies steering assist torque to the steering system. Based on the fourth control weight corresponding to the vehicle body domain and the fourth control target corresponding to the vehicle body domain, the lighting control command is generated and sent to the vehicle body domain so that the vehicle body domain controls the current vehicle to turn on the fog lights when the visibility is lower than a preset visibility threshold.

[0011] Further, determining the control weight corresponding to each execution domain based on the crosswind disturbance intensity and the vehicle body deviation includes: The total control force required for crosswind stabilization control is determined based on the crosswind disturbance intensity; wherein the total control force is positively correlated with the crosswind disturbance intensity. The control weight allocation ratio between each execution domain is determined based on the vehicle body deviation; wherein, the greater the vehicle body deviation, the higher the control weight ratio of the execution domain used to correct the vehicle's driving trajectory. Based on the total control strength and the control weight allocation ratio, the control weight corresponding to each execution domain is determined.

[0012] To achieve the above objectives, another aspect of this application proposes a vehicle crosswind anti-slip and cooperative stability control device, the device comprising: The pre-adjustment module is used to pre-adjust the roll suppression parameters of the current vehicle when it is detected that the current vehicle will enter the crosswind section after a preset time, and push the first prompt information to the driver; wherein, the first prompt information is used to indicate that the current vehicle has completed crosswind response preparations before entering the crosswind section. The collaborative control module is used to, when detecting that the current vehicle has entered a crosswind section, allocate control weights to each execution domain based on vehicle driving environment information and vehicle status information, issue collaborative control commands to each execution domain, and push a second prompt message to the driver indicating that the current vehicle is performing crosswind stability control; wherein, the execution domain refers to the functional system in the current vehicle that can receive crosswind stability control commands and execute corresponding control actions; the control weight is used to characterize the degree of participation of the corresponding execution domain in crosswind stability collaborative control; The driving recovery control module is used to gradually reduce the control weight of each execution domain when it is detected that the current vehicle has left the crosswind section, so as to restore the current vehicle to the normal driving state; and push a third prompt message to the driver; wherein the third prompt message is used to indicate that the current vehicle has completed the crosswind stabilization control.

[0013] To achieve the above objectives, another aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the vehicle crosswind anti-sighting and cooperative stability control method described above.

[0014] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned vehicle crosswind anti-sighting and cooperative stability control method.

[0015] The embodiments of this application include at least the following beneficial effects: This application provides a vehicle crosswind anti-slip and cooperative stability control method, device, electronic device and storage medium. When the system detects that a vehicle will enter a crosswind section after a preset time period, it pre-adjusts the roll suppression parameters and pushes a first prompt message. After entering the crosswind section, it dynamically allocates the control weights of each execution domain according to the driving environment information and vehicle status information, coordinates the issuance of control commands and pushes a second prompt message. After leaving the crosswind section, it controls the control weights of each execution domain to gradually decrease and pushes a third prompt message. This improves crosswind stability control from the traditional single-point passive response to a three-stage closed-loop control of anti-slip preparation, cooperative intervention and smooth recovery. Compared with existing technologies, this application enables the vehicle to be in the optimal anti-disturbance posture when crosswinds arrive through pre-aiming and pre-adjustment. During the crosswind resistance process, it achieves multi-system joint vehicle control through dynamic allocation of control weights across multiple execution domains and the issuance of collaborative commands. Furthermore, after the crosswind stabilization control ends, it avoids sudden attitude changes during the departure phase by gradually reducing control weights. The application provides prompts in the above three stages in a time sequence to alleviate the driver's tension in crosswind scenarios. It solves the problems of slow response, single control dimension, and lack of psychological safety for users in traditional technologies, and can meet the actual needs of driving safety and driving experience in complex crosswind scenarios. Attached Figure Description

[0016] Figure 1 This is a flowchart illustrating a vehicle crosswind anti-slip and cooperative stability control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of a driving scenario where the spacing between consecutive large vehicles is small, provided in an embodiment of this application. Figure 3 This is a schematic diagram of a driving scenario where the distance between consecutive large vehicles is large, provided in an embodiment of this application. Figure 4 This is a schematic diagram of the main flow of the vehicle crosswind anti-seeking and cooperative stability control method provided in the embodiments of this application; Figure 5This is a schematic diagram of the structure of a vehicle crosswind anti-seeking and cooperative stability control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0017] 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 merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0018] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0019] As used in this application, the terms "several", "each", etc., "several" include one, two or more, "each" refers to each of the corresponding plurality, and "any" refers to any one of the plurality.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0021] Before providing a detailed description of the embodiments of this application, some of the nouns and terms involved in the embodiments of this application will be explained first. The nouns and terms involved in the embodiments of this application are subject to the following interpretations.

[0022] (1) CDC (Continuous Damping Control) is an active suspension component that can adjust the damping force of the shock absorber in real time through an electromagnetic valve. It can continuously adjust the damping coefficient within milliseconds according to the vehicle's driving state and road conditions, thereby changing the stiffness of the suspension and realizing dynamic control of the vehicle's attitude.

[0023] (2) Control weight, which is used to characterize the degree of participation of the corresponding execution domain in crosswind stability collaborative control, is the quantitative basis for the decision control module to allocate control resources and control intensity to each execution domain. The higher the control weight, the heavier the control task undertaken by the execution domain in the current crosswind stability control and the greater the output control quantity.

[0024] (3) Roll suppression parameters refer to the set of adjustable parameters in a vehicle used to suppress body roll and improve crosswind resistance. These parameters mainly include vehicle speed, suspension stiffness, and suspension damping. By pre-adjusting these parameters before the arrival of crosswinds, the vehicle can enter a preparatory state with enhanced roll resistance in advance.

[0025] (4) POI (Point of Interest): In navigation map data, points of interest are used to mark geographical locations with specific attributes. The POI attributes of road sections with high crosswind incidence usually include cross-sea bridges, tunnel entrances and exits, mountain wind gaps, etc., which can be used as geographical reference for crosswind risk prediction.

[0026] Current vehicle crosswind stability control generally adopts a responsive control technology. That is, only after the vehicle enters the crosswind area and the body has tilted or deviated from its trajectory, does it passively correct the situation based on dynamic state feedback such as yaw rate and lateral acceleration, and is controlled by a single actuator such as electronic stability program or suspension system. After the vehicle leaves the crosswind area, the control output is often cut off directly, and the vehicle instantly returns to normal driving state.

[0027] The aforementioned traditional responsive control schemes lack a pre-emptive mechanism for anticipating crosswind risks. The vehicle only begins to respond after the crosswind has already acted on the body and deflection has occurred, resulting in inherent control lag. The initial body roll and deflection during crosswind impact are significant, making it difficult to suppress crosswind disturbances in the first instance. Furthermore, traditional schemes typically rely on a single execution system for crosswind correction, making it difficult to simultaneously compensate for roll and yaw caused by crosswinds. Moreover, directly cutting off control during the exit phase can easily lead to sudden attitude changes. In addition, traditional schemes lack full-process human-machine interaction prompts, making it impossible for the driver to perceive whether the system is working. This can easily cause psychological tension in crosswind scenarios, affecting driving stability.

[0028] In view of this, this application provides a method, device, electronic device, and storage medium for vehicle crosswind anti-slip and cooperative stability control. This solution uses a pre-planning mechanism to pre-adjust roll suppression parameters before the vehicle enters a crosswind section. Within the crosswind section, it dynamically allocates control weights for each execution domain based on multi-source information and collaboratively issues control commands. After leaving the crosswind section, it gradually reduces the control amount of each execution domain and pushes corresponding prompts to the driver in three stages. This improves crosswind stability control from the traditional single-point passive response to a three-stage closed-loop control of anti-slip preparation, cooperative intervention, and smooth recovery. It can effectively solve the technical problems of traditional technology such as delayed response, single control dimension, and lack of user psychological safety, and improve driving safety and driving experience in complex crosswind scenarios.

[0029] Figure 1 This is an optional flowchart of a vehicle crosswind preview and cooperative stability control method provided in an embodiment of this application. Figure 1 The method may include, but is not limited to, steps S1 to S3: Step S1: When it is detected that the current vehicle will enter the crosswind section after a preset time, the roll suppression parameters of the current vehicle are pre-adjusted and a first prompt message is pushed to the driver; wherein, the first prompt message is used to indicate that the current vehicle has completed crosswind response preparations before entering the crosswind section. Indicatively, this application can continuously monitor the risk of crosswinds on the road ahead during vehicle operation based on the collaborative processing of an in-vehicle navigation system, a multi-sensor fusion perception system, and a large cockpit model. When it is determined that the vehicle will enter a crosswind section after a preset time, the pre-adjustment action in the pre-aiming phase is immediately initiated.

[0030] Step S2: When it is detected that the current vehicle has entered the crosswind section, according to the vehicle driving environment information and vehicle status information, the control weight of each execution domain is allocated and the cooperative control command is issued to each execution domain, and a second prompt message is pushed to the driver to indicate that the current vehicle is performing crosswind stabilization control. The execution domain refers to the functional system in the current vehicle that can receive crosswind stability control commands and execute corresponding control actions; the control weight is used to characterize the degree of participation of the corresponding execution domain in crosswind stability cooperative control. To illustrate, once the system confirms that the vehicle has entered a crosswind section based on vehicle driving environment information and vehicle status information, it automatically activates the crosswind stability cooperative control during the intervention phase. Based on the vehicle driving environment information and vehicle status information, it dynamically calculates and allocates control weights for each execution domain, including the chassis domain, braking domain, driver assistance domain, and body domain, and issues cooperative control commands to each execution domain in parallel, achieving multi-system joint vehicle control.

[0031] Step S3: When it is detected that the current vehicle has left the crosswind section, the control weight of each execution domain is gradually reduced so that the current vehicle returns to normal driving state; at the same time, a third prompt message is pushed to the driver; wherein, the third prompt message is used to indicate that the current vehicle has completed crosswind stabilization control.

[0032] Schematic illustration: Once the system determines from sensor information that the vehicle has left the crosswind area, it generates an exit crosswind control command. Each execution domain gradually reduces control parameters such as damping adjustment, four-wheel differential braking torque, and vehicle speed control amplitude according to a preset time window, progressively restoring the vehicle to its initial state in normal driving mode. This avoids abrupt changes in vehicle posture caused by directly cutting off control, achieving a smooth transition during the exit process.

[0033] Simultaneously, the cockpit area sends a third notification to the driver, informing them that crosswind stabilization control has ended and the vehicle has returned to normal driving status.

[0034] In one optional application scenario, this application can be applied to passenger vehicles driving in crosswinds on a cross-sea bridge: While the vehicle is in motion, the navigation system identifies a section of the cross-sea bridge with high crosswind incidence 500 meters ahead. The system determines that it will enter the crosswind section after a preset time, immediately initiates the pre-aiming phase, pre-adjusts the suspension damping to a stiffer state and reduces the target vehicle speed, and prompts "Crosswind ahead, system ready"; After the vehicle enters the bridge, the real-time wind sensor detects strong crosswinds, and the vehicle body experiences a slight deviation. The system activates the intervention phase, dynamically allocating the control weights of each execution domain. The chassis domain increases damping to suppress roll, the braking domain compensates for yaw through differential braking, and the driver assistance domain fine-tunes the steering wheel and maintains a stable speed, continuously displaying the "Escorting" prompt; After the vehicle leaves the bridge, the system determines that it has left the crosswind section, and the control quantities of each execution domain gradually decrease to zero within 3 seconds. The vehicle smoothly resumes normal driving and prompts "Escorting complete".

[0035] Steps S1 to S3 as illustrated in this application embodiment ensure that the vehicle is in the optimal anti-disturbance posture when crosswinds arrive by pre-aiming and pre-adjusting, thus solving the lag problem of traditional responsive control. In the intervention phase, multi-system joint vehicle control is achieved through dynamic allocation of control weights across multiple execution domains and the issuance of collaborative commands, solving the problem of limited control dimensions of traditional single execution systems. In the exit phase, attitude abrupt changes during the departure phase are avoided by gradually reducing the control quantity, thus solving the problem of abrupt changes caused by traditional direct cut-off control. Furthermore, prompts are pushed to the driver in a three-stage, time-sequential manner, alleviating the driver's anxiety in crosswind scenarios and meeting the actual needs of driving safety and ride experience in complex crosswind scenarios.

[0036] For step S1, in some embodiments, this application may specifically define the detection process for crosswind sections and clarify the risk assessment mechanism for multi-source information fusion.

[0037] The vehicle driving environment information includes: road crosswind traffic signs, road segment characteristics, and vehicle driving scenario characteristics; The current vehicle will enter the crosswind section detection process after a preset time, including: When the navigation route determines that the vehicle will enter a crosswind section after a preset time, or when a crosswind traffic sign is identified based on the vehicle's driving environment information, semantic understanding is performed based on the road section features and the vehicle's driving scenario features to generate crosswind risk assessment information; wherein, the crosswind risk assessment information is used to indicate whether there is a crosswind risk. When the crosswind risk assessment information is used to indicate the existence of crosswind risk, it is determined that the current vehicle will enter the crosswind section after a preset time. If the crosswind risk assessment information is used to indicate that there is no crosswind risk, then it is determined that the current vehicle will not enter the crosswind section after a preset time.

[0038] It is understood that the crosswind risk detection in this application embodiment does not rely on a single information source, but adopts a fusion judgment mechanism that combines navigation route planning and multi-sensor perception dual triggering with cockpit large model semantic verification.

[0039] Indicatively, the first triggering path is the navigation planning route; the navigation system calculates the estimated time for the vehicle to reach the section of road based on the POI attributes of high crosswind incidence sections in the map data, such as cross-sea bridges, tunnel entrances and exits, and mountain wind gaps, combined with the vehicle's current location and driving speed. When the estimated time is less than the preset time, the crosswind risk prediction is triggered.

[0040] The second triggering path is multi-sensor perception; the multi-sensor fusion perception system in the driver assistance domain, such as cameras or millimeter-wave radar, can identify crosswind traffic signs on the side of the road in real time. When a crosswind warning sign is identified, it will also trigger a crosswind risk prediction.

[0041] When any of the above triggering conditions are met, the recognition result is simultaneously transmitted to the cockpit domain. The cockpit big model performs semantic understanding and scene reasoning based on the current road segment features, such as whether the road ahead is an open area, a cross-sea bridge entrance, or a mountain wind gap, as well as vehicle driving scene features such as current vehicle speed, lane position, and surrounding traffic flow. This provides auxiliary verification information for crosswind risk assessment and generates crosswind risk assessment information. If the scene reasoning result of the cockpit big model is consistent with the recognition result of the triggering source, the confidence of the risk assessment is significantly improved. If there is a discrepancy, the system combines navigation POI, real-time wind force calculations, cloud meteorological data, and other perception information for comprehensive judgment, and finally outputs a judgment conclusion on whether there is crosswind risk.

[0042] For example, when a vehicle is currently traveling on a mountain highway, the navigation system indicates that there is a high risk of crosswinds in the mountainous area 3 kilometers ahead. At the same time, the camera recognizes a crosswind warning sign on the roadside, and the two information sources are triggered simultaneously. The cockpit model combines the current road section with the terrain of a canyon between two mountains and the current weather data shows that the instantaneous wind speed can reach level 8 to perform semantic reasoning. It confirms that there is indeed a high risk of crosswinds in this road section and generates crosswind risk judgment information indicating that there is a risk of crosswinds. Based on this, the system determines that the vehicle will enter the crosswind section after a preset time.

[0043] This application's embodiments employ a fusion judgment mechanism that combines navigation POI and traffic sign dual triggering with cockpit big model semantic verification. Compared to schemes that solely rely on navigation data or sensor recognition, this effectively reduces the false positive and false negative rates. Navigation data provides geographical-level prediction, sensor recognition provides real-time traffic condition confirmation, and the cockpit big model's semantic understanding provides contextual verification. These three elements complement each other, significantly improving the accuracy and robustness of crosswind risk assessment and avoiding unnecessary pre-adjustments due to false positives or missing pre-adjustments due to false negatives.

[0044] In some embodiments, this application can clearly define the correspondence between crosswind risk levels and pre-adjustment values, then: The crosswind risk assessment information also includes: the crosswind risk level when crosswind risk exists; the roll suppression parameters include: vehicle speed, suspension stiffness, and suspension damping. The pre-adjustment of the roll suppression parameters of the current vehicle includes: Based on the crosswind risk level, determine the first pre-adjustment value of the vehicle speed, the second pre-adjustment value of the suspension stiffness, and the third pre-adjustment value of the suspension damping; The vehicle speed is pre-adjusted based on the first pre-adjustment value; The suspension stiffness is pre-adjusted according to the second pre-adjustment value, and the suspension damping is pre-adjusted according to the third pre-adjustment value.

[0045] Indicatively, when generating crosswind risk assessment information, this application embodiment not only determines whether there is a crosswind risk, but also classifies and assesses the crosswind risk based on factors such as historical wind force data of the crosswind section, current weather forecast, and road terrain characteristics, and outputs the crosswind risk level, such as low risk, medium risk, and high risk.

[0046] Based on the crosswind risk level, the pre-adjustment values ​​of the three roll suppression parameters can be determined respectively. Specifically, for vehicle speed, the higher the risk level, the larger the first pre-adjustment value, that is, the more the target vehicle speed is reduced, because a lower vehicle speed can reduce the lateral force and yaw moment under the action of crosswind, and improve vehicle stability. For suspension stiffness, the higher the risk level, the larger the second pre-adjustment value, meaning the suspension stiffness is increased more. Higher suspension stiffness can enhance the body's anti-roll capability and reduce the body roll angle caused by crosswinds. For suspension damping, the higher the risk level, the larger the third pre-adjustment value, meaning the damping coefficient is increased more. Larger damping can suppress the body's swaying under crosswind impact and accelerate attitude recovery.

[0047] Optionally, the above three pre-adjustments are completed in a coordinated manner before the vehicle enters the crosswind area, so that the vehicle is in the best anti-interference posture when the crosswind arrives.

[0048] In one optional implementation scenario, if the system determines that the crosswind section ahead is of high risk level and the instantaneous wind force is expected to reach level 9, then the first pre-adjustment value is set to reduce the target vehicle speed from 120km / h to 90km / h, the second pre-adjustment value is set to increase the stiffness of the air spring suspension by 30%, and the third pre-adjustment value is set to adjust the damping of the CDC shock absorber to 80% of the strongest setting. The vehicle completes the above three pre-adjustments before entering the crosswind section. When the strong crosswind hits, the vehicle is already in a stable state of low speed, high stiffness and high damping, and the body roll and offset are significantly reduced.

[0049] This application's embodiments achieve differentiated and precise pre-adjustment by quantitatively corresponding the crosswind risk level to three pre-adjustment values. Different risk levels correspond to different pre-adjustment ranges, which avoids excessive pre-adjustment affecting ride comfort in low-risk scenarios while ensuring that the pre-adjustment range is sufficient to cope with strong crosswind disturbances in high-risk scenarios. At the same time, the coordinated pre-adjustment of three parameters—vehicle speed, suspension stiffness, and suspension damping—can reduce the intensity of disturbance sources, enhance structural anti-disturbance capabilities, and suppress dynamic swaying, enabling the vehicle to enter a comprehensive anti-disturbance preparedness state before the crosswind arrives, reducing vehicle body deviation in the initial stage of crosswind impact.

[0050] For step S2, in some embodiments, this application can specifically define the basis for allocating control weights and the instruction generation logic during the intervention stage, such that: The vehicle driving environment information includes: real-time wind information; the vehicle status information includes: vehicle body offset and vehicle body posture information; The step of allocating control weights to each execution domain and issuing cooperative control commands to each execution domain based on vehicle driving environment information and vehicle status information includes: Based on the real-time wind information, the intensity of crosswind disturbance is determined; based on the vehicle body offset and the vehicle body attitude information, the vehicle body deviation degree is determined to indicate the degree to which the current vehicle deviates from a stable state. The control weight corresponding to each execution domain is determined based on the crosswind disturbance intensity and the vehicle body deviation. Based on the control weight and control target corresponding to each execution domain, a collaborative control instruction corresponding to each execution domain is generated and sent to each execution domain. The control objective is used to indicate the control effect that the corresponding execution domain should achieve in crosswind stabilization and collaborative control.

[0051] Indicatively, in the intervention stage, the input information is first feature extracted, that is, the crosswind disturbance intensity is calculated based on real-time wind information to quantify the degree of lateral disturbance of the vehicle by the current crosswind; the vehicle body deviation is calculated based on the vehicle body offset and vehicle body attitude information to quantify the degree to which the vehicle is currently deviating from the stable driving state.

[0052] Then, using crosswind disturbance intensity and vehicle body deviation as inputs, the control weights corresponding to each execution domain are determined. Among them, crosswind disturbance intensity determines the overall control strength, and vehicle body deviation determines the weight distribution ratio between each execution domain. The combination of the two yields the specific control weight value for each execution domain.

[0053] Finally, based on the control weights and corresponding control objectives of each execution domain, cooperative control commands for that execution domain are generated and issued. The control objective defines the control effect that the execution domain aims to achieve in crosswind stability control. For example, the control objective of the chassis domain is to suppress vehicle roll, the control objective of the braking domain is to compensate for vehicle yaw, the control objective of the driver assistance domain is to maintain a stable driving trajectory, and the control objective of the vehicle body domain is to improve driving safety in low visibility conditions. The control weights determine the strength of the control commands, and the control objectives determine the direction of the control commands; the combination of these two factors generates specific executable control commands.

[0054] In one optional implementation scenario, the vehicle is traveling in a crosswind section. Real-time wind information shows a current wind speed of 15 m / s, and the system calculates the crosswind disturbance intensity as moderate to strong. The vehicle body offset shows that the vehicle deviates from the lane centerline by 0.3 meters, with a roll angle of 2.5 degrees, and the system calculates the vehicle body deviation as moderate. Based on these two indicators, the decision control module assigns a control weight of 0.35 to the chassis domain, 0.30 to the braking domain, 0.25 to the driver assistance domain, and 0.10 to the vehicle body domain.

[0055] Subsequently, each execution domain generates corresponding instructions based on its own control weight and control objective. The chassis domain generates a suspension damping adjustment instruction to adjust the CDC damping to 70% of its maximum damping; the braking domain generates a four-wheel differential braking instruction to apply moderate braking force to the two left wheels; the driver assistance domain generates an instruction to maintain the vehicle speed at its current value and apply a small rightward steering assist torque; and the body domain does not generate a lighting control instruction due to normal visibility. These instructions are issued to each execution domain in parallel for execution.

[0056] This application's embodiment implements a control weight allocation mechanism based on crosswind disturbance intensity and vehicle body deviation. Crosswind disturbance intensity reflects the magnitude of external disturbances, determining the total control resources required; vehicle body deviation reflects the current degree of vehicle loss of control, determining which execution domains should prioritize the allocation of control resources. The combination of these two factors ensures that the allocation of control weights responds to changes in external crosswinds while adapting to dynamic adjustments in the vehicle's own state, avoiding the problems of insufficient or excessive control under different operating conditions associated with fixed weight allocation schemes. Simultaneously, the mechanism of generating instructions by combining control weights with control objectives ensures that the control actions of each execution domain have clear target guidance, achieving a superior effect of multi-system joint vehicle control.

[0057] In some embodiments, this application may specifically define the process for determining control weights, clarifying the calculation logic from crosswind disturbance intensity and vehicle body deviation to the control weights of each execution domain, then: The step of determining the control weight corresponding to each execution domain based on the crosswind disturbance intensity and the vehicle body deviation includes: The total control force required for crosswind stabilization control is determined based on the crosswind disturbance intensity; wherein the total control force is positively correlated with the crosswind disturbance intensity. The control weight allocation ratio between each execution domain is determined based on the vehicle body deviation; wherein, the greater the vehicle body deviation, the higher the control weight ratio of the execution domain used to correct the vehicle's driving trajectory. Based on the total control strength and the control weight allocation ratio, the control weight corresponding to each execution domain is determined.

[0058] To illustrate, firstly, the total control strength required for crosswind stabilization is determined based on the intensity of the crosswind disturbance. A greater crosswind disturbance intensity indicates a more severe external lateral disturbance, requiring more total control resources; therefore, the total control strength is positively correlated with the crosswind disturbance intensity. It can be understood that the total control strength is the sum of the control weights of all execution domains, determining the overall control intensity level.

[0059] Next, the control weight allocation ratio among the execution domains is determined based on the vehicle body deviation. Since the vehicle body deviation reflects the degree to which the vehicle deviates from a stable driving state, a large deviation indicates a significant trajectory shift or abnormal posture. In this case, more control resources need to be allocated to execution domains used to correct the vehicle's trajectory, such as the braking and driver assistance domains, to quickly bring the vehicle back to a stable state. Conversely, a small deviation indicates that the vehicle's posture is relatively stable, allowing more control resources to be allocated to execution domains used to suppress roll, such as the chassis domain, to prevent roll. Therefore, the greater the vehicle body deviation, the higher the control weight ratio of the execution domains used to correct the vehicle's trajectory.

[0060] Finally, the total control intensity is allocated to each execution domain according to the control weight allocation ratio, resulting in a specific control weight value for each execution domain.

[0061] For example, when the crosswind disturbance intensity is 0.7 (normalized value), the total control strength is determined to be 0.7, meaning the sum of the weights of all execution domains is 0.7. The vehicle deviation is 0.4, which is considered a moderate deviation. The control weight allocation is determined as follows: chassis domain 40%, braking domain 30%, driver assistance domain 20%, and vehicle body domain 10%. Based on this, the control weights for each domain are calculated as follows: chassis domain 0.7 × 40% = 0.28, braking domain 0.7 × 30% = 0.21, driver assistance domain 0.7 × 20% = 0.14, and vehicle body domain 0.7 × 10% = 0.07.

[0062] If the vehicle body deviation increases to 0.8, it is considered a serious deviation. The allocation ratio is adjusted to 25% for the chassis domain, 40% for the braking domain, 25% for the driver assistance domain, and 10% for the vehicle body domain. This means that the proportion of the braking domain and driver assistance domain used to correct the trajectory is significantly increased.

[0063] This application's embodiment achieves layered decoupling of control intensity and control direction. The first step determines the total control intensity based on the crosswind disturbance intensity, solving the problem of how strong the control should be and ensuring that the greater the external disturbance, the greater the total control input. The second step determines the allocation ratio based on the vehicle deviation, solving the problem of where the control should be directed and ensuring that the more severe the vehicle deviation, the higher the resource allocation of the trajectory correction domain. The third step combines the two to obtain the specific weights of each domain, achieving a unity between the total intensity and the allocation ratio. This better adapts to changes in control requirements under different operating conditions and ensures the rationality and optimization of the control weight allocation.

[0064] In some embodiments, this application can specifically define the special scenario of encountering consecutive large vehicles in a crosswind section, and clarify the differentiated control strategies under different vehicle distance conditions. For example... Figure 2 and Figure 3 As shown, Figure 2 This is a schematic diagram illustrating a driving scenario where the spacing between consecutive large vehicles is relatively small, as provided in an embodiment of this application. Figure 3 This is a schematic diagram of a driving scenario where the distance between consecutive large vehicles is relatively large, as provided in an embodiment of this application.

[0065] First of all Figure 2 and Figure 3 To illustrate the scenarios in, Figure 2 In the middle, the current vehicle, such as a small passenger car, is traveling in the upper lane, and there are two large trucks with a close distance between them in the lower lane. The current vehicle is about to meet the two large trucks in turn. Figure 3In the middle, the current vehicle is also traveling in the upper lane, and there are two large trucks with a large distance between them in the lower lane. There is enough time interval between the current vehicle and the two large trucks when they pass each other.

[0066] Therefore, the vehicle driving environment information further includes: adjacent vehicle information; the adjacent vehicle information includes vehicle driving data of at least two target vehicles; wherein, the volume of the target vehicles is larger than that of the current vehicle; After detecting that the current vehicle has entered the crosswind section, and before detecting that the current vehicle has left the crosswind section, the method further includes: Extract at least two target vehicles that are closest to the current vehicle as candidate vehicles; If the distance between adjacent candidate vehicles is less than a preset distance threshold, the cooperative control command remains unchanged until the current vehicle has completely passed all candidate vehicles. Then, the control weights of each execution domain are recalculated and the cooperative control command is updated. If the distance between adjacent candidate vehicles is not less than a preset distance threshold, after detecting that the current vehicle has passed each candidate vehicle, the control weight of each execution domain is recalculated and the cooperative control command is updated.

[0067] Schematic illustration: In this embodiment of the application, when driving in a crosswind section, the multi-sensor fusion perception system in the driver assistance domain not only monitors the crosswind environment but can also identify large vehicle information in adjacent lanes in real time. When at least two target vehicles larger than the current vehicle, such as large trucks or buses, are detected in adjacent lanes, the nearest consecutive target vehicles are extracted as candidate vehicles, and the distance between adjacent candidate vehicles is calculated.

[0068] When the distance between adjacent candidate vehicles is less than a preset distance threshold, the corresponding Figure 2 In the scenario shown, the time it takes for the current vehicle to pass between the two vehicles is insufficient to restore and recalculate the control state. If the weights are recalculated and the control quantity is adjusted immediately after passing the first large vehicle, the vehicle may encounter the airflow impact of the second large vehicle before the adjustment is completed, leading to a sudden change in control or a delayed response. Therefore, this application maintains a stable control state throughout the entire process of the current vehicle passing between large vehicles A and B, and the cooperative control command remains unchanged. Only after the current vehicle has completely passed both large vehicles is the control weight of each execution domain recalculated and the cooperative control command updated, avoiding control abrupt changes caused by frequent switching.

[0069] When the distance between adjacent candidate vehicles is not less than a preset distance threshold, the corresponding Figure 3In the scenario shown, when it is determined that the current vehicle has enough time to complete the control state recovery and recalculation after passing a large vehicle, the single large vehicle passing strategy is followed for sequential processing. After passing each large vehicle, the relative speed with the two vehicles in front and behind is identified and the control weight of each execution domain is recalculated. The cooperative control command is updated and independently adjusted so that the control quantity can be adapted to the specific airflow influence of each large vehicle.

[0070] In one optional implementation scenario, a vehicle is traveling in a crosswind section of road, and the perception system detects two consecutive large trucks in adjacent lanes. If the distance between the two trucks is only 15 meters, which is less than the preset threshold of 30 meters, then... Figure 2 In this scenario, if the distance between the two trucks is short, the current coordinated control command remains unchanged throughout the entire process of the car passing through the two trucks. The CDC damping is maintained at its strongest anti-roll state, and the differential braking maintains its current compensation torque. The weights are recalculated only after the car has completely passed the two trucks. If the distance between the two trucks is 80 meters, which is greater than the preset threshold of 30 meters, the corresponding... Figure 3 In this scenario, the system determines that the distance between vehicles is large. After the small car passes the first large vehicle, the system recalculates the weights and appropriately reduces the control intensity. After traveling a certain distance, when it encounters the second large vehicle, it recalculates the weights again and strengthens the control, thus achieving independent adjustment for each vehicle.

[0071] This application addresses the complex scenario of crosswinds and continuous large vehicle encounters. It employs differentiated control strategies based on the distance between the vehicles, resolving the issues of frequent control switching or untimely response in traditional solutions under continuous large vehicle conditions. When the distance between vehicles is small, the control remains constant, avoiding abrupt control changes and driving discomfort caused by frequent control switching during short intervals between two large vehicles, thus ensuring control stability during continuous encounters. When the distance between vehicles is large, the control is recalculated for each vehicle, ensuring that the airflow impact of each large vehicle receives a targeted control response, avoiding over- or under-control. Through these differentiated strategies, the crosswind stabilization control of this application can better adapt to the complex and ever-changing large vehicle encounter scenarios on real roads, improving control quality and driving comfort under combined conditions.

[0072] In some embodiments, this application can specify in detail the specific control instruction types and execution effects of the four execution domains, clarifying the division of labor and actions of each domain in collaborative control, then: The execution domain includes the chassis domain, braking domain, driving assistance domain, and body domain; the coordinated control commands include: suspension damping adjustment command, four-wheel differential braking command, vehicle speed control command, steering assist command, and lighting control command; The step of generating a cooperative control instruction for each execution domain and issuing it to each execution domain based on the control weight and control target corresponding to each execution domain includes: Based on the first control weight corresponding to the chassis domain and the first control target corresponding to the chassis domain, the suspension damping adjustment command is generated and sent to the chassis domain so that the chassis domain adjusts the damping of the continuous damping control shock absorber. Based on the second control weight corresponding to the braking domain and the second control target corresponding to the braking domain, the four-wheel differential braking command is generated and sent to the braking domain so that the braking domain controls the braking force distribution of each wheel and outputs yaw moment to compensate for vehicle yaw. Based on the third control weight corresponding to the driving assistance domain and the third control target corresponding to the driving assistance domain, the vehicle speed control command and the steering assist command are generated and sent to the driving assistance domain so that the driving assistance domain adjusts the vehicle speed and applies steering assist torque to the steering system. Based on the fourth control weight corresponding to the vehicle body domain and the fourth control target corresponding to the vehicle body domain, the lighting control command is generated and sent to the vehicle body domain so that the vehicle body domain controls the current vehicle to turn on the fog lights when the visibility is lower than a preset visibility threshold.

[0073] Schematic, in this embodiment, the four execution domains have a clear division of labor in crosswind stability cooperative control. The chassis domain, as the core execution domain for vehicle attitude control, has the primary control objective of suppressing body roll and enhancing suspension anti-disturbance capability. Based on the first control weight, the chassis domain generates suspension damping adjustment commands, controlling the solenoid valve of the continuously damped controlled shock absorber (CDC) to adjust the damping coefficient. The higher the control weight, the greater the damping adjustment range, the stiffer the suspension, and the stronger the anti-roll capability.

[0074] As the core execution domain for vehicle yaw control, the braking domain's secondary control objective is to compensate for vehicle yaw caused by crosswinds and maintain a stable driving trajectory. Based on the secondary control weights, the braking domain generates four-wheel differential braking commands. By applying differentiated braking forces to different wheels, it generates a yaw moment around the vehicle's center of gravity to counteract the yaw moment caused by crosswinds. For example, when a crosswind blows from the left, causing the vehicle to yaw to the right, the braking domain applies appropriate braking forces to the left front and rear wheels, generating a leftward yaw moment to compensate for the yaw.

[0075] As a comprehensive control execution domain, the driver assistance domain's third control objective is to maintain vehicle stability through speed regulation and steering assistance. Based on the third control weight, the driver assistance domain simultaneously generates speed regulation commands and steering assistance commands. The speed regulation command is used to appropriately reduce vehicle speed in strong crosswinds to minimize the impact of crosswind disturbances; the steering assistance command is used to apply a small assist torque to the steering system to help the driver counteract steering deviations caused by crosswinds and reduce the driver's steering workload.

[0076] As an auxiliary safety execution domain, the vehicle body domain's fourth control objective is to improve driving safety under low visibility conditions. Based on the fourth control weight, the vehicle body domain generates lighting control commands. When the visibility of the driving environment is lower than a preset visibility threshold, such as in the case of crosswinds combined with heavy rain or sandstorms, the vehicle can be controlled to turn on its fog lights to improve its own visibility and forward lighting effect.

[0077] In one optional implementation scenario, the vehicle operates under combined conditions of crosswinds and heavy rain. The system assigns a weight of 0.35 to the chassis domain, 0.30 to the braking domain, 0.25 to the driver assistance domain, and 0.10 to the body domain. Each domain generates and executes corresponding commands: the chassis domain adjusts the CDC damping to 75% of its maximum, effectively suppressing body roll; the braking domain applies a 0.2g deceleration braking force to the two left wheels, outputting a rightward yaw moment to compensate for the leftward yaw caused by the crosswinds; the driver assistance domain reduces the vehicle speed from 100km / h to 85km / h and applies 0.5N to the steering system. The vehicle body domain detects a visibility of only 80 meters, below the corresponding threshold of 100 meters, and activates the front and rear fog lights. The instructions from these four domains are executed in parallel, working together to achieve crosswind stabilization control.

[0078] This application's embodiments achieve comprehensive coverage of crosswind stability control. The chassis domain suppresses roll at the suspension level, the braking domain compensates for yaw at the braking force distribution level, the driver assistance domain comprehensively regulates vehicle speed and steering, and the body domain ensures low-visibility safety through lighting. This allows for coordinated efforts from four dimensions: mechanical structure, dynamics control, driver assistance, and safety assistance. Compared to traditional single-control schemes relying solely on ESP or suspension, this application offers more comprehensive control dimensions and more precise control effects. Furthermore, control commands for each domain are driven by unified control weights, ensuring control coordination between multiple domains and avoiding control conflicts that may arise from independent control of each execution system.

[0079] In some embodiments, such as Figure 4 As shown, Figure 4 This is a schematic diagram of the main flow of the cooperative stability control method provided in this application embodiment. The complete execution process of this embodiment is as follows: Once the vehicle is powered on and in motion, the crosswind stability control system enters operation. It continuously collects and integrates multi-source information at a preset detection cycle, including POI data of high-crosswind sections in the navigation route, road crosswind traffic signs identified by the multi-sensor fusion perception system, real-time lateral wind force estimation values, the vehicle's current position and speed, and semantic reasoning results output by the cockpit big model based on road and scene features, to continuously monitor and assess the crosswind risk on the road ahead.

[0080] Based on multi-source fusion detection results, the system comprehensively determines whether the vehicle will enter a crosswind section after a preset time. When the calculated estimated time for the vehicle to reach a high-risk crosswind section is less than a preset time threshold, or when sensors detect crosswind traffic signs on the road and the cockpit large model semantic verification confirms the existence of crosswind risk, the system determines that the vehicle is about to enter a crosswind section. If none of the above triggering conditions are met, or if the multi-source information comprehensive judgment confirms that there is no crosswind risk, the system determines that the vehicle will not enter the crosswind section for the time being. The system continues to monitor the crosswind risk ahead at a preset cycle, forming a continuous detection loop to ensure that the vehicle always maintains the ability to perceive crosswind risk throughout the entire driving process.

[0081] When the system determines that the vehicle is about to enter a crosswind section, it completes the pre-adjustment of the roll suppression parameters during the pre-aiming phase. The chassis domain, braking domain, driver assistance domain, and body domain enter standby mode, ready to receive and execute coordinated control commands. At the same time, the cockpit domain pushes the first prompt message to the driver, informing the driver that crosswind stability control has been activated.

[0082] After the intervention phase begins, the crosswind stability control system can determine the intensity of crosswind disturbance based on real-time wind information and the degree of vehicle deviation based on vehicle offset and attitude information. Based on the intensity of the crosswind disturbance, it determines the total control force required for crosswind stability control, and based on the degree of vehicle deviation, it determines the control weight allocation ratio among the execution domains. The total control force is then allocated to each execution domain according to the allocation ratio, resulting in the corresponding control weights for the chassis domain, braking domain, driver assistance domain, and body domain. Based on the control weights and corresponding control objectives of each execution domain, it generates collaborative control commands for that domain, including suspension damping adjustment commands, four-wheel differential braking commands, vehicle speed control commands, steering assist commands, and lighting control commands, and sends them in parallel to each execution domain for execution. Upon receiving the commands, each execution domain completes the corresponding control action within its respective control cycle, achieving multi-system joint vehicle control.

[0083] After completing a control weight allocation and command issuance, the system comprehensively determines whether the vehicle has left the crosswind section based on real-time wind information, vehicle attitude information, navigation location information, and scenario inference results from the large cockpit model. If the real-time wind force remains below a preset threshold, the vehicle attitude stabilizes, and the navigation system displays that the vehicle has left the geographical area prone to crosswinds, the system determines that the vehicle has left the crosswind section. If the above conditions are not met, the system determines that the vehicle is still within the crosswind section. The system then re-collects the latest real-time wind information and vehicle status information, recalculates the crosswind disturbance intensity and vehicle deviation, reallocates the control weights of each execution domain, and updates the collaborative control commands, forming a closed-loop control cycle in the intervention phase. This ensures that the control weights and commands can be dynamically adjusted according to real-time changes in crosswind intensity and vehicle status throughout the entire crosswind driving process.

[0084] Once it is determined that the vehicle has left the crosswind section, the control domains gradually reduce their respective control values ​​according to preset time windows. For example, the chassis domain gradually reduces the CDC damping adjustment to the initial damping value in normal driving mode, the braking domain gradually cancels the four-wheel differential braking torque, the driver assistance domain gradually releases the speed control limit and steering assist torque, and the body domain turns off the auxiliary lights activated due to the crosswind scenario. The control values ​​of each domain decrease synchronously and gradually, rather than being cut off instantaneously, so that the vehicle's suspension, braking, steering and other systems smoothly transition to normal driving conditions, avoiding sudden changes in vehicle posture or abrupt driving experience during the exit process.

[0085] After the gradual recovery is completed, the cockpit area pushes a third notification message to the driver through the display medium, informing the driver that the crosswind stabilization control has ended and the vehicle has fully returned to normal driving status.

[0086] For step S3, in some embodiments, this step is the exit and recovery phase of crosswind stabilization control. After the system determines that the vehicle has left the crosswind section, a smooth transition is achieved by gradually reducing the control variables of each execution domain, and an exit prompt message is pushed out simultaneously. The specific process is as follows: First, the system needs to confirm that the vehicle has left the crosswind section. This determination does not rely on a single signal but is based on comprehensive confirmation from multiple sources. For example, real-time wind information shows that the lateral wind speed has been consistently below a preset safety threshold for a certain period of time; vehicle attitude information shows that the roll angle, yaw rate, and lateral acceleration have all returned to the normal driving fluctuation range; navigation location information shows that the vehicle has left the geofence area of ​​the high-crosswind section; and the cockpit model, based on the current road surface openness, terrain features, and other scenario inferences, confirms that the conditions for crosswind formation no longer exist. When all the above conditions are met simultaneously, the system confirms that the vehicle has left the crosswind section and initiates the exit process.

[0087] After confirming departure, for the chassis area, the damping adjustment of the CDC shock absorber gradually returns to the initial damping value in normal driving mode within 3 to 5 seconds according to the preset damping decay curve, avoiding sudden damping changes that cause abrupt changes in suspension stiffness and lead to vehicle pitching or bumping.

[0088] In the braking domain, the four-wheel differential braking torque is gradually withdrawn according to the braking force decay slope, and the difference in braking force between the left and right wheels decreases synchronously, so that the yaw compensation torque smoothly returns to zero, avoiding sudden release of braking force that could cause the vehicle to yaw or deviate from its trajectory.

[0089] In the driver assistance domain, the speed control limit is gradually lifted, and the target speed smoothly rises from the limit value during crosswinds to the cruise speed set by the driver or the current driving speed; the steering assist torque gradually decreases to zero according to the torque decay curve, so that the steering wheel control is smoothly returned to the driver and the steering feel is avoided.

[0090] For the vehicle body area, auxiliary lights such as fog lights that are turned on due to crosswinds and low visibility will be turned off and restored to normal lighting status once visibility is confirmed to have recovered.

[0091] The control input decay processes in each of the aforementioned execution domains occur synchronously and in coordination, enabling the vehicle's suspension, braking, steering, and lighting systems to transition to normal driving conditions as a whole within the same time window, rather than abruptly changing in any single system. During the gradual decrease, the system continuously monitors the vehicle's attitude and driving status. If repeated crosswinds or abnormal fluctuations in vehicle attitude occur during the decay process, the decay can be paused or even the control can be reactivated to ensure the safety of the exit process.

[0092] Once the control values ​​in all execution domains have decayed to zero and the vehicle has fully returned to normal driving status, the cockpit domain sends a third notification to the driver, such as displaying "Escort Complete" via the HUD or central control screen, informing the driver that crosswind stabilization control has ended and the system has exited escort mode. The timing of this third notification is chosen after the control values ​​have completely decayed to avoid premature notifications during the decay process that could mislead the driver into believing that control has completely ended and causing them to lower their guard.

[0093] In one optional implementation scenario, after the vehicle leaves the cross-sea bridge, the real-time wind speed drops to 2 m / s and remains so for 6 seconds. The vehicle's roll angle recovers to within 0.3 degrees, the navigation system displays that it has left the bridge area, and the system confirms that it has left the crosswind section. The chassis damping linearly decreases from 80% of maximum damping to the normal driving damping of 30% within 4 seconds. The differential braking torque gradually dissipates within 3 seconds. The target speed in the driver assistance domain smoothly increases from 90 km / h to the cruising speed of 120 km / h within 5 seconds, and the steering assist torque returns to zero within 2 seconds. After the damping is complete, the HUD displays "Escort Completed," and the crosswind stabilization control ends.

[0094] As can be seen from the above embodiments, this application achieves accurate prediction of crosswind risk through a fusion judgment mechanism that combines navigation POI and traffic sign dual triggering with cockpit large model semantic verification, providing a reliable trigger basis for pre-aiming; based on the crosswind risk level, the vehicle speed, suspension stiffness, and suspension damping parameters are pre-adjusted in a differentiated manner, so that the vehicle is in the best anti-disturbance posture before the crosswind arrives, reducing the vehicle body deviation in the initial stage of crosswind impact.

[0095] During the intervention phase, this application achieves hierarchical decoupling and dynamic optimization of control intensity and control direction; through four execution domains—chassis domain, braking domain, driving assistance domain, and body domain—it achieves full-dimensional coverage from suspension suppression, braking compensation, vehicle speed and steering control to lighting safety assistance, resulting in a more comprehensive control effect compared to traditional single-execution system solutions.

[0096] For complex scenarios involving crosswinds and continuous large vehicles meeting each other, this application adopts a differentiated control strategy based on the difference in the distance between the large vehicles, either keeping it unchanged or updating it vehicle by vehicle. This avoids control abrupt changes caused by frequent switching and improves the control quality under complex operating conditions.

[0097] During the exit phase, this application achieves smooth recovery by gradually reducing the control variables in each execution domain, thus avoiding the abrupt attitude changes caused by traditional direct cut-off control.

[0098] In addition, this application pushes corresponding prompts to the driver in the three stages of previewing, intervention, and withdrawal, realizing full-process human-computer interaction, effectively alleviating the driver's psychological tension in crosswind scenarios, and improving the driving experience and driving confidence.

[0099] Therefore, this application realizes a technological leap from traditional single-point passive response to three-stage active closed-loop control in crosswind stability control. It can be widely adapted to various crosswind-prone road sections such as cross-sea bridges, tunnel entrances and exits, and mountain wind gaps, as well as complex working conditions such as crosswinds combined with rainstorms and crosswinds combined with large vehicle encounters, meeting the actual needs of driving safety and driving experience in complex crosswind scenarios.

[0100] Please see Figure 5 This application also provides a vehicle crosswind anti-aiming and cooperative stability control device, which can realize the above-mentioned vehicle crosswind anti-aiming and cooperative stability control method. The device includes: The pre-adjustment module is used to pre-adjust the roll suppression parameters of the current vehicle when it is detected that the current vehicle will enter the crosswind section after a preset time, and push the first prompt information to the driver; wherein, the first prompt information is used to indicate that the current vehicle has completed crosswind response preparations before entering the crosswind section. The collaborative control module is used to, when detecting that the current vehicle has entered a crosswind section, allocate control weights to each execution domain based on vehicle driving environment information and vehicle status information, issue collaborative control commands to each execution domain, and push a second prompt message to the driver indicating that the current vehicle is performing crosswind stability control; wherein, the execution domain refers to the functional system in the current vehicle that can receive crosswind stability control commands and execute corresponding control actions; the control weight is used to characterize the degree of participation of the corresponding execution domain in crosswind stability collaborative control; The driving recovery control module is used to gradually reduce the control weight of each execution domain when it is detected that the current vehicle has left the crosswind section, so as to restore the current vehicle to the normal driving state; and push a third prompt message to the driver; wherein the third prompt message is used to indicate that the current vehicle has completed the crosswind stabilization control.

[0101] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0102] It should be noted that the device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules; they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, in the accompanying drawings of the device embodiments provided by this invention, the connection relationships between modules indicate that they have communication connections, which can be specifically implemented as one or more communication buses or signal lines. Those skilled in the art can understand and implement this without any creative effort.

[0103] Those skilled in the art will clearly understand that, for convenience and simplicity, the specific working process of the device described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0104] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned vehicle crosswind anti-collision and cooperative stability control method. This electronic device can include any smart terminal such as a tablet computer or an in-vehicle computer.

[0105] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0106] Please see Figure 6 , Figure 6 This illustrates the hardware structure of an electronic device according to another embodiment, the electronic device comprising: The processor can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to achieve the technical solutions provided in the embodiments of this application. The memory can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory can store the operating system and other applications. When the technical solutions provided in the embodiments of this application are implemented through software or firmware, the relevant program code is stored in the memory and called and executed by the processor. Input / output interfaces are used to implement information input and output; The communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.). A bus is used to transfer information between various components of a device, such as processors, memory, input / output interfaces, and communication interfaces. The processor, memory, input / output interface, and communication interface are interconnected within the device via a bus.

[0107] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of the terminal device, connecting all parts of the terminal device via various interfaces and lines.

[0108] The memory can be used to store the computer program. The processor implements various functions of the terminal device by running or executing the computer program stored in the memory and calling data stored in the memory. The memory may mainly include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function, etc.; the data storage area may store data created based on the use of the mobile phone, etc. In addition, the memory may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, RAM, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device or other volatile solid-state storage device.

[0109] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle crosswind anti-sighting and cooperative stability control method.

[0110] It is understood that the content of the above method embodiments is applicable to the present computer-readable storage medium embodiments. The specific functions implemented by the present computer-readable storage medium embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0111] Those skilled in the art will understand that all or some of the steps, apparatuses, or functional modules / units in the methods disclosed above can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0112] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for crosswind prediction and cooperative stability control of vehicles, characterized in that, The method includes: When it is detected that the current vehicle will enter a crosswind section after a preset time, the roll suppression parameters of the current vehicle are pre-adjusted and a first prompt message is pushed to the driver; wherein, the first prompt message is used to indicate that the current vehicle has completed crosswind response preparations before entering the crosswind section. When it is detected that the current vehicle has entered a crosswind section, control weights are assigned to each execution domain based on the vehicle's driving environment information and vehicle status information, and cooperative control commands are issued to each execution domain. A second prompt message is also pushed to the driver to indicate that the current vehicle is performing crosswind stability control. Here, the execution domain refers to the functional system in the current vehicle that can receive crosswind stability control commands and execute corresponding control actions; the control weight is used to characterize the degree of participation of the corresponding execution domain in crosswind stability cooperative control. When it is detected that the current vehicle has left the crosswind section, the control weight of each execution domain is gradually reduced to restore the current vehicle to normal driving status; at the same time, a third prompt message is pushed to the driver; wherein, the third prompt message is used to indicate that the current vehicle has completed crosswind stabilization control.

2. The vehicle crosswind prediction and cooperative stability control method according to claim 1, characterized in that, The vehicle driving environment information includes: road crosswind traffic signs, road segment characteristics, and vehicle driving scenario characteristics; The current vehicle will enter the crosswind section detection process after a preset time, including: When the navigation route determines that the vehicle will enter a crosswind section after a preset time, or when a crosswind traffic sign is identified based on the vehicle's driving environment information, semantic understanding is performed based on the road section features and the vehicle's driving scenario features to generate crosswind risk assessment information; wherein, the crosswind risk assessment information is used to indicate whether there is a crosswind risk. When the crosswind risk assessment information is used to indicate the existence of crosswind risk, it is determined that the current vehicle will enter the crosswind section after a preset time. If the crosswind risk assessment information is used to indicate that there is no crosswind risk, then it is determined that the current vehicle will not enter the crosswind section after a preset time.

3. The vehicle crosswind prediction and cooperative stability control method according to claim 2, characterized in that, The crosswind risk assessment information also includes: the crosswind risk level when crosswind risk exists; the roll suppression parameters include: vehicle speed, suspension stiffness, and suspension damping. The pre-adjustment of the roll suppression parameters of the current vehicle includes: Based on the crosswind risk level, determine the first pre-adjustment value of the vehicle speed, the second pre-adjustment value of the suspension stiffness, and the third pre-adjustment value of the suspension damping; The vehicle speed is pre-adjusted based on the first pre-adjustment value; The suspension stiffness is pre-adjusted according to the second pre-adjustment value, and the suspension damping is pre-adjusted according to the third pre-adjustment value.

4. The vehicle crosswind prediction and cooperative stability control method according to claim 1, characterized in that, The vehicle driving environment information includes: real-time wind information; the vehicle status information includes: vehicle body offset and vehicle body posture information; The step of allocating control weights to each execution domain and issuing cooperative control commands to each execution domain based on vehicle driving environment information and vehicle status information includes: Based on the real-time wind information, the intensity of crosswind disturbance is determined; based on the vehicle body offset and the vehicle body attitude information, the vehicle body deviation degree is determined to indicate the degree to which the current vehicle deviates from a stable state. The control weight corresponding to each execution domain is determined based on the crosswind disturbance intensity and the vehicle body deviation. Based on the control weight and control target corresponding to each execution domain, a collaborative control instruction corresponding to each execution domain is generated and sent to each execution domain. The control objective is used to indicate the control effect that the corresponding execution domain should achieve in crosswind stabilization and collaborative control.

5. The vehicle crosswind prediction and cooperative stability control method according to claim 4, characterized in that, The vehicle driving environment information also includes: neighboring vehicle information; the neighboring vehicle information includes the driving data of at least two target vehicles; wherein the volume of the target vehicles is larger than that of the current vehicle; After detecting that the current vehicle has entered the crosswind section, and before detecting that the current vehicle has left the crosswind section, the method further includes: Extract at least two target vehicles that are closest to the current vehicle as candidate vehicles; If the distance between adjacent candidate vehicles is less than a preset distance threshold, the cooperative control command remains unchanged until the current vehicle has completely passed all candidate vehicles. Then, the control weights of each execution domain are recalculated and the cooperative control command is updated. If the distance between adjacent candidate vehicles is not less than a preset distance threshold, after detecting that the current vehicle has passed each candidate vehicle, the control weight of each execution domain is recalculated and the cooperative control command is updated.

6. The vehicle crosswind prediction and cooperative stability control method according to claim 4, characterized in that, The execution domain includes the chassis domain, braking domain, driving assistance domain, and body domain; the coordinated control commands include: suspension damping adjustment command, four-wheel differential braking command, vehicle speed control command, steering assist command, and lighting control command; The step of generating a cooperative control instruction for each execution domain and issuing it to each execution domain based on the control weight and control target corresponding to each execution domain includes: Based on the first control weight corresponding to the chassis domain and the first control target corresponding to the chassis domain, the suspension damping adjustment command is generated and sent to the chassis domain so that the chassis domain adjusts the damping of the continuous damping control shock absorber. Based on the second control weight corresponding to the braking domain and the second control target corresponding to the braking domain, the four-wheel differential braking command is generated and sent to the braking domain so that the braking domain controls the braking force distribution of each wheel and outputs yaw moment to compensate for vehicle yaw. Based on the third control weight corresponding to the driving assistance domain and the third control target corresponding to the driving assistance domain, the vehicle speed control command and the steering assist command are generated and sent to the driving assistance domain so that the driving assistance domain adjusts the vehicle speed and applies steering assist torque to the steering system. Based on the fourth control weight corresponding to the vehicle body domain and the fourth control target corresponding to the vehicle body domain, the lighting control command is generated and sent to the vehicle body domain so that the vehicle body domain controls the current vehicle to turn on the fog lights when the visibility is lower than a preset visibility threshold.

7. The vehicle crosswind prediction and cooperative stability control method according to claim 4, characterized in that, The step of determining the control weight corresponding to each execution domain based on the crosswind disturbance intensity and the vehicle body deviation includes: The total control force required for crosswind stabilization control is determined based on the crosswind disturbance intensity; wherein the total control force is positively correlated with the crosswind disturbance intensity. The control weight allocation ratio between each execution domain is determined based on the vehicle body deviation; wherein, the greater the vehicle body deviation, the higher the control weight ratio of the execution domain used to correct the vehicle's driving trajectory. Based on the total control strength and the control weight allocation ratio, the control weight corresponding to each execution domain is determined.

8. A vehicle crosswind prediction and cooperative stability control device, characterized in that, The device includes: The pre-adjustment module is used to pre-adjust the roll suppression parameters of the current vehicle when it is detected that the current vehicle will enter the crosswind section after a preset time, and push the first prompt information to the driver; wherein, the first prompt information is used to indicate that the current vehicle has completed crosswind response preparations before entering the crosswind section. The collaborative control module is used to, when detecting that the current vehicle has entered a crosswind section, allocate control weights to each execution domain based on vehicle driving environment information and vehicle status information, issue collaborative control commands to each execution domain, and push a second prompt message to the driver indicating that the current vehicle is performing crosswind stability control; wherein, the execution domain refers to the functional system in the current vehicle that can receive crosswind stability control commands and execute corresponding control actions; the control weight is used to characterize the degree of participation of the corresponding execution domain in crosswind stability collaborative control; The driving recovery control module is used to gradually reduce the control weight of each execution domain when it is detected that the current vehicle has left the crosswind section, so as to restore the current vehicle to the normal driving state; and push a third prompt message to the driver; wherein the third prompt message is used to indicate that the current vehicle has completed the crosswind stabilization control.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the vehicle crosswind anti-seepage and cooperative stability control method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements a vehicle crosswind anti-sighting and cooperative stability control method according to any one of claims 1 to 7.

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