CN119705413A - Vehicle control method and device, electronic equipment and vehicle - Google Patents
Vehicle control method and device, electronic equipment and vehicle Download PDFInfo
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- CN119705413A CN119705413A CN202311289526.1A CN202311289526A CN119705413A CN 119705413 A CN119705413 A CN 119705413A CN 202311289526 A CN202311289526 A CN 202311289526A CN 119705413 A CN119705413 A CN 119705413A
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Abstract
The invention discloses a vehicle control method and device, electronic equipment and a vehicle. The method comprises the steps of determining that a vehicle is in a first crosswind scene, determining that the vehicle enters a first crosswind adjusting mode according to the first crosswind scene, and performing crosswind pre-control on the vehicle according to first vehicle information in the first crosswind adjusting mode. The method can realize crosswind control of the vehicle.
Description
Technical Field
The present invention relates to the field of vehicle technologies, and in particular, to a vehicle control method and apparatus, an electronic device, and a vehicle.
Background
When the vehicle runs on the working conditions of an ultralong bridge, a valley, a sea side, a tunnel and the like, the vehicle is easily influenced by transverse wind, when the vehicle speed is high, the grip force of the tire is reduced, and the vehicle is easily influenced by the transverse wind, so that the vehicle sideslips as shown in fig. 1 and deviates from the original running track. The natural crosswind is generally unstable, and has serious influence on the vehicles running normally, and if the driver operates improperly at the moment, the vehicles are likely to rollover, sideslip and the like.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems in the related art to some extent. To this end, a first object of the present invention is to propose a control method of a vehicle to achieve crosswind control of the vehicle.
A second object of the invention is to propose an electronic device.
A third object of the present invention is to provide a control device for a vehicle.
A fourth object of the present invention is to propose a vehicle.
In order to achieve the above purpose, an embodiment of a first aspect of the present invention provides a method for controlling a vehicle, which includes determining that the vehicle is in a first crosswind scene, determining that the vehicle enters a first crosswind adjustment mode according to the first crosswind scene, and performing crosswind pre-control on the vehicle according to first vehicle information in the first crosswind adjustment mode.
To achieve the above object, an embodiment of a second aspect of the present invention provides an electronic device including a memory, a processor, and a computer program stored on the memory and executable on the processor, the computer program implementing the above-mentioned method for controlling a vehicle when executed by the processor.
In order to achieve the above purpose, an embodiment of a third aspect of the present invention provides a control device for a vehicle, where the device includes a determining module configured to determine that the vehicle is in a first crosswind scene, and determine that the vehicle enters a first crosswind adjustment mode according to the first crosswind scene, and a control module configured to perform crosswind pre-control on the vehicle according to first vehicle information in the first crosswind adjustment mode.
In order to achieve the above object, a fourth aspect of the present invention provides a vehicle, including the control device of the vehicle.
According to the vehicle control method, the device, the electronic equipment and the vehicle, the vehicle is set to be in a first crosswind scene, the vehicle is determined to enter a first crosswind adjusting mode according to the first crosswind scene, and in the first crosswind adjusting mode, crosswind pre-control is carried out on the vehicle according to first vehicle information so that the vehicle stably passes through a crosswind area, and therefore crosswind control on the vehicle is achieved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic illustration of an exemplary crosswind operating condition;
FIG. 2 is a flow chart of a method of controlling a vehicle in accordance with one or more embodiments of the invention;
FIG. 3 is a schematic illustration of a control method of a vehicle according to an example of the invention;
FIG. 4 is a flow chart of a control method of a vehicle according to an example of the invention;
FIG. 5 is a schematic illustration of a control method of a vehicle of another example of the invention;
fig. 6 is a block diagram of a control device of a vehicle according to an embodiment of the present invention;
Fig. 7 is a block diagram of a vehicle according to an embodiment of the present invention.
Detailed Description
The control method and apparatus of the vehicle, and the electronic device, the vehicle of the embodiments of the present invention are described below with reference to the drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described with reference to the drawings are exemplary and should not be construed as limiting the invention.
In order to control the vehicle in crosswind, whether the vehicle is in a crosswind environment or not can be judged through a dynamics equation, if so, whether a vehicle driving path is consistent with the intention of a driver or not is detected, if not, whether the deviation is larger than a preset value is judged, and a control signal for controlling and correcting the vehicle motion state is output according to the calculated deviation, so that the deviation between the vehicle motion state and the driving intention of the driver is at least partially reduced. However, when the control method identifies the crosswind based on the dynamics method, errors generated by continuous jolt of the road cannot be filtered, the control on the crosswind is feedback control, the control cannot be controlled in advance, the experience for drivers is poor, and the control method is not applicable to the crosswind working condition caused by rapid air flow such as vehicle crossing.
In order to control the crosswind of the vehicle, the camera may be used to identify road information (road sign) and determine whether the vehicle is in the crosswind section, if so, the automatic driving mode is started to automatically control the vehicle in the transverse direction and the longitudinal direction, and the speed of the vehicle is reduced to make the vehicle safely pass through the crosswind section. However, the control method is low in accuracy through camera recognition, and the crosswind working condition of the road section without the crosswind mark cannot be judged. Slowing down through the crosswind zone may result in reduced trafficability of the road segment. Moreover, the device is also not applicable to the cross wind working condition caused by rapid air flow such as vehicle meeting.
Thus, the present application proposes a control method of a vehicle.
FIG. 2 is a flow chart of a method of controlling a vehicle in accordance with one or more embodiments of the invention.
As shown in fig. 2, the control method of the vehicle includes:
s21, determining that the vehicle is in a first crosswind scene.
S22, determining that the vehicle enters a first crosswind regulation mode according to the first crosswind scene.
S23, in the first crosswind regulation mode, crosswind pre-control is carried out on the vehicle according to the first vehicle information.
The method comprises the steps of setting and determining that a vehicle is in a first crosswind scene, determining that the vehicle enters a first crosswind adjustment mode according to the first crosswind scene, and performing crosswind pre-control on the vehicle according to first vehicle information in the first crosswind adjustment mode so as to enable the vehicle to stably pass through a crosswind area, so that crosswind control on the vehicle is achieved.
In one or more embodiments of the invention, the first vehicle information includes steering wheel angle, and pre-controlling the vehicle in crosswind based on the first vehicle information includes suspension controlling the vehicle and steering controlling based on the steering wheel angle.
In one or more embodiments of the present invention, steering a vehicle according to a steering wheel angle includes determining rear-wheel steering control of the vehicle when the steering wheel angle is greater than a preset value, and determining turn-on steering wheel angle damping force control when the steering wheel angle is less than the preset value.
In one or more embodiments of the invention, rear-wheel steering control of a vehicle includes determining a rear-wheel steering angle direction based on a steering wheel steering and a crosswind direction.
In one or more embodiments of the invention, the first vehicle information further includes a lateral acceleration, determining a rear wheel steering direction based on the steering wheel steering and the lateral wind direction includes determining a steering wheel steering of the vehicle based on the steering wheel angle, determining the lateral wind direction based on the lateral acceleration, determining that the rear wheel steering direction is opposite to the front wheel steering direction when the lateral wind direction is opposite to the steering wheel steering, and determining that the front wheel steering direction is the same as the front wheel steering direction when the lateral wind direction is the same as the steering wheel steering.
In one or more embodiments of the invention, suspension control is performed on the vehicle, including at least one of reducing suspension height, increasing suspension damping, increasing suspension stiffness.
In one or more embodiments of the invention, the control method further includes, in the first crosswind-adjusting mode, performing crosswind control on the vehicle based on the second vehicle information.
In one or more embodiments of the invention, the second vehicle information includes lateral acceleration and yaw rate, and performing lateral wind control on the vehicle according to the second vehicle information further includes performing yaw control on the vehicle when the lateral acceleration is greater than the first acceleration threshold and the duration is greater than the first time threshold and the yaw rate is greater than the first angular rate threshold.
In one or more embodiments of the present invention, when the vehicle is not in the first crosswind scene, the method further includes determining that the vehicle is in the second crosswind scene when the steering wheel angle is identified to be smaller than a preset value, the vehicle speed is greater than a vehicle speed threshold, the lateral acceleration is greater than a second acceleration threshold, and the duration is greater than a second time threshold, determining that the vehicle enters a second crosswind adjustment mode according to the second crosswind scene, and performing suspension control on the vehicle in the second crosswind adjustment mode.
In one or more embodiments of the invention, the control method further includes performing crosswind control of the vehicle according to third vehicle information in the second crosswind-adjusting mode.
In one or more embodiments of the invention, the third vehicle information includes yaw rate, and pre-controlling the vehicle in cross wind based on the third vehicle information includes performing yaw control on the vehicle when the yaw rate is greater than a second angular rate threshold.
In one or more embodiments of the invention, suspension control of the vehicle includes at least one of reducing suspension height, increasing suspension damping, increasing suspension stiffness.
In one or more embodiments of the present invention, the first vehicle information further includes a lateral acceleration, and the cross wind pre-control is performed on the vehicle according to the first vehicle information, and the method further includes a step of returning to determine that the vehicle is in the first cross wind scene when the lateral acceleration is less than or equal to a second acceleration threshold value and the duration is greater than a second time threshold value.
In one or more embodiments of the invention, determining that the vehicle is in the first crosswind scene includes determining that the vehicle is in the first crosswind scene when a preset crosswind flag is identified to be present on a road ahead of the vehicle or a relative vehicle speed of the vehicle is greater than a preset relative vehicle speed value.
It should be noted that, the crosswind stability control module of the vehicle may refer to fig. 3, including yaw control and roll control, and is connected to EPS (Electric Power Steering, electric power steering system), IPB (INTEGRATED POWER BRAKE, intelligent integrated brake system), RWS (REAR WHEEL STEERING, rear wheel steering system), diSus (a vehicle body control system), ADAS (ADVANCED DRIVING ASSISTANCE SYSTEM ), IMU (Inertial Measurement Unit, inertial measurement unit). By deriving the braking torque from the IPB, the braking torque can be adjusted according to the current braking torque derived, resulting in differential braking to correct the swing caused by crosswind.
When the fact that the preset crosswind mark exists on the road in front of the vehicle is identified, the fact that the vehicle is in a crosswind scene is determined, and the type of the crosswind scene is a first type.
The preset cross wind sign comprises a cross wind sign and a preset marker, wherein the preset marker comprises at least one of a tunnel portal, a bridge, a valley and a sea side.
When the fact that the preset crosswind mark does not exist on the road in front of the vehicle is identified, if the fact that the steering wheel angle is smaller than the preset value and the vehicle speed is larger than the vehicle speed threshold value is identified, the fact that the transverse acceleration is larger than the second acceleration threshold value and the duration time is larger than the second time threshold value is determined, the vehicle is in a crosswind scene, and the type of the crosswind scene is a second type.
Specifically, if a preset crosswind sign is not recognized on a road in front of the vehicle, but at a certain vehicle speed, the front wheel IMU sensor of the vehicle detects that the transverse acceleration of the current vehicle is larger than a second acceleration threshold value and the duration time is larger than a second time threshold value, and meanwhile, the steering wheel angle is recognized to be smaller than a preset value, and the vehicle speed is larger than the vehicle speed threshold value, the vehicle is determined to be in a crosswind scene.
The preset value ranges from 3 degrees to 8 degrees, for example, may be 5 degrees. The value range of the vehicle speed threshold is 60km/h to 100km/h, for example, 80km/h. The value of the second time threshold is 1s to 2s, for example, may be 1.5s.
Therefore, whether the vehicle is in a crosswind scene or not is judged through the information such as steering wheel rotation angle, vehicle speed, transverse acceleration and the like, and misjudgment of the vehicle caused by environmental factors such as continuous jolt of a road can be avoided, so that the performance of the vehicle is improved.
When the relative speed of the vehicle is recognized to be larger than the preset speed value, the vehicle is determined to be in a crosswind scene, and the type of the crosswind scene is a third type.
The value range of the preset vehicle speed value is 30 km/h-50 km/h, for example, 40km/h. The above-mentioned identification that the relative vehicle speed of the vehicle is greater than the preset vehicle speed value may be that the relative vehicle speed between the own vehicle and the other vehicle is greater than the preset vehicle speed value, and that no isolation device such as an isolation belt is provided between the own vehicle and the other vehicle.
Thus, the sensor installed on the vehicle is used for identifying the surrounding environment of the vehicle and the state of the vehicle, so that the accurate identification of the crosswind scene can be realized, and even if the road continuously bumps, the accurate identification can be realized. And the device can be also suitable for the cross wind working condition caused by rapid air flow during vehicle meeting and the like.
The first crosswind scene comprises a crosswind scene of a first type or a third type, and the second crosswind scene comprises a crosswind scene of a second type.
When the crosswind scene is of the first type or the third type, the crosswind scene is identified in advance, so that crosswind control can be performed in advance before entering the crosswind working condition, and the experience of drivers and passengers is improved.
In order to control the crosswind, the suspension of the vehicle can be controlled first, for example, the active suspension current is increased to increase the rigidity and damping of the suspension to improve the stability of the vehicle, the suspension height is reduced to reduce the center of gravity of the vehicle, and the vehicle is more stable.
Further, the steering wheel angle of the vehicle is compared with a preset value.
When the steering wheel angle of the vehicle is larger than or equal to a preset value, the driver has steering requirements although the vehicle is in a crosswind scene, at the moment, the rear wheel steering adjustment is started, and the rear wheel steering angle of the vehicle is adjusted according to the transverse acceleration, so that the requirements of the driver are met, and the crosswind control is realized. When the steering wheel angle of the vehicle is smaller than a preset value, the driver is not required to turn the rear wheel, and the steering wheel angle damping force is increased, so that misoperation caused by fatigue and tension of the driver is prevented.
Therefore, the sensor on the vehicle detects the surrounding environment of the vehicle, and when the type of the crosswind scene is detected to be the first type or the third type, the vehicle is controlled, so that the vehicle can be controlled before entering the crosswind scene, and the feedforward control of the vehicle is realized.
In order to control the rear wheel steering of the vehicle, the front wheel steering angle and the front wheel steering angle direction of the vehicle can be obtained, the steering wheel steering of the vehicle can be obtained according to the steering wheel angle, and the crosswind direction can be obtained according to the transverse acceleration.
Since the actual rotation angle of the vehicle may be larger than the target rotation angle of the driver when the vehicle turns downwind and smaller than the target rotation angle of the driver when the vehicle turns upwind due to the influence of the cross wind, the state of the vehicle is firstly judged according to the transverse acceleration of the vehicle, when the transverse acceleration is negative, the vehicle is indicated to be subjected to left cross wind, and when the transverse acceleration is positive, the vehicle is indicated to be subjected to right cross wind.
If the steering wheel turns against the crosswind direction, it is indicated that the vehicle has a tendency to be understeered due to the action of the crosswind, and at this time, it is necessary to reverse the vehicle rear wheel turning direction to the front wheel turning direction and to make the rear wheel turning magnitude proportional to the front wheel turning magnitude k.
If the steering wheel turns in the same direction as the crosswind, it is indicated that the vehicle tends to oversteer due to the crosswind, and at this time, it is necessary to make the vehicle rear wheel turning direction the same as the front wheel turning direction and make the rear wheel turning magnitude proportional to the front wheel turning magnitude k.
In order to calculate the ratio k, the following model needs to be first built:
Wherein k 1、k2 is the cornering stiffness of front and rear wheels, delta 1 is the front wheel corner, delta 2 is the rear wheel corner, u is the vehicle speed, a and b are the distances from the mass center to the front axle and the rear axle respectively, omega r is the yaw rate, I z is the moment of inertia of the vehicle around the Z axis, beta is the mass center cornering angle, and the mass center cornering angle is 0 during steady-state steering of the vehicle.
Assuming that the front-rear wheel rotation angle proportionality coefficient k=δ 2/δ1, since the yaw rate when the vehicle enters a steady state is a fixed value, ω r =0, substituting ω r into the above equation, the value of k when the centroid slip angle β=0 at the time of steady state steering of the vehicle is obtained is:
l is the sum of a and b.
Yaw control of the vehicle may also be performed when the lateral acceleration is greater than the first acceleration threshold and the duration is greater than the first time threshold. The value range of the first time threshold is 2 s-4 s, for example, 3s.
And when the type is the second type, acquiring the yaw rate of the vehicle.
And when the yaw rate is greater than the second preset angular rate threshold value, performing yaw control on the vehicle.
And when the yaw rate is smaller than or equal to the second angular rate threshold value, comparing the transverse acceleration with a third acceleration threshold value, and when the transverse acceleration is smaller than the third acceleration threshold value and the duration time is larger than a third time threshold value, ending the transverse wind stability control of the vehicle.
The third time threshold value may be 1s to 3s, for example, 2s. The third time threshold may be the same as the first time threshold.
The following is a description of an example shown in fig. 4 and 5.
After receiving the information of the external sensor, the signal processing module on the vehicle processes the information and sends the processed information to the scene decision module and the state estimation module, and the scene decision module makes a scene decision and sends the obtained scene to the state estimation mode. Meanwhile, a fault diagnosis module of the vehicle performs fault diagnosis, processing and control on the vehicle, and sends the result to a state estimation module. The state estimation module estimates the state of the vehicle, sends an estimation result to a control system of the vehicle, outputs a control strategy, and sends the control strategy to the actuator through an output interface.
Specifically, ADAS information, IMU information, yaw rate sensor information, steering wheel angle information, wheel speed sensor and other information are obtained, and the signals are filtered by a filter and then sent to a scene decision module of a control system.
The scene decision module performs scene decision on comparison of the receiving signal and the built-in preset scene, and judges whether the receiving signal is in a crosswind working condition or not. The scene decision module is internally provided with three crosswind scenes, which are respectively:
Scene ① crosswind conditions with crosswind characteristics. When the ADAS camera recognizes a crosswind road sign, the ADAS radar recognizes a tunnel portal, and the ADAS recognizes a bridge, a valley and a sea, the scene decision recognizes the crosswind road sign as a scene ①.
Scene ② -no crosswind sign but with conditions where crosswind occurs. When the ADAS does not recognize the crosswind sign and the dynamics is available according to the two degrees of freedom of the vehicle, when the vehicle speed is fixed, the front wheel but the IMU sensor detects that the transverse acceleration a y of the current vehicle suddenly increases, and the action time exceeds 1.5s, the steering wheel angle is less than 5 degrees, and the vehicle speed is greater than 80km/h, the scene decision module recognizes the scene as a scene ②.
Scene ③. Meeting airflow results in a crosswind-like condition. When the ADAS radar recognizes that an incoming vehicle is on the side of the vehicle (without a barrier band) and the relative speed is greater than 40km/h, the scene decision module recognizes the incoming vehicle as a scene ③.
When judging that the working condition with the crosswind mark is entered, namely, entering a scene ① and a scene ③, the system performs pre-control before entering the working condition, namely, the ADAS recognizes the crosswind mark and enters the road section, and before entering the tunnel portal, the fusion controller sends a request to the suspension, increases the current of the active suspension to increase the rigidity and damping of the suspension to improve the stability of the vehicle, and reduces the height of the suspension to reduce the gravity center of the vehicle, so that the vehicle is more stable. At the same time, the system judges the steering wheel angleWhether greater than 5 deg..
If the steering wheel angle is larger than 5 degrees, the rear wheel steering is started, and the actual steering angle of the vehicle is possibly larger than (during downwind steering)/smaller than (during upwind steering) the target steering angle due to the influence of the cross wind. Judging the relation between the turning direction of the steering wheel and the wind direction, 1) if the steering direction of the steering wheel is opposite to the wind direction of the cross wind and the vehicle has the tendency of understeer due to the action of the cross wind, adjusting the rear wheel turning angle direction to be opposite to the front wheel turning angle direction and the turning angle size to be in proportion k with the front wheel turning angle size, and 2) if the steering direction of the steering wheel is identical to the wind direction of the cross wind and the vehicle has the tendency of oversteer due to the action of the cross wind and the vehicle has the tendency of oversteer, adjusting the rear wheel turning angle direction to be identical to the front wheel turning angle direction and the turning angle size to be in proportion k with the front wheel turning angle size. The k value is calculated as follows:
Establishing a rear wheel steering two-degree-of-freedom dynamics model:
Wherein k1 and k2 are front and rear wheel cornering stiffness, delta 1 is front wheel corner, delta 2 is rear wheel corner, u is vehicle speed, a and b are distances from a centroid to a front shaft and a rear shaft respectively, omega r is yaw rate, and I z is rotational inertia of the vehicle around a Z shaft.
Assuming that the front-rear wheel rotation angle proportionality coefficient k=δ 2/δ1, since the yaw rate when the vehicle enters a steady state is a fixed value, ω r =0, substituting ω r into the above equation, the k value when the centroid slip angle β=0 at the time of steady state steering of the vehicle is obtained is:
If the steering wheel angle is smaller than 5 degrees, the rear wheel steering is not started, and the steering wheel angle damping force is increased, so that misoperation caused by fatigue and tension of a driver is prevented.
Further, detecting the lateral acceleration a y in the IMU, comparing the detected lateral acceleration a y with the set value a y0, if a y is smaller than the preset value a y0 and the duration time reaches T 0, returning to the step of acquiring ADAS information, IMU information, yaw rate sensor information, steering wheel angle information, wheel speed sensor and other information, and considering that no crosswind exists in the road section currently, otherwise, detecting whether the yaw rate sensor detects the yaw rate ω r is greater than the preset value ω r0. If the current yaw rate omega r is greater than the preset value omega r0, the control system requests one or more systems of the braking system/steering system/driving system to perform yaw control, further compares the current yaw rate with the preset value of the preset yaw rate, and if the current yaw rate value is greater than the preset value, continues to perform yaw control.
If the current yaw rate is smaller than the preset value, comparing the current lateral acceleration value a y with the preset value a y0 to judge whether the current lateral acceleration value a y passes through the lateral wind zone, and if the current lateral acceleration value a y is smaller than the preset value a y0 and the duration is longer than T 0, ending the current control and entering the next period.
If it is determined that the working condition with the crosswind flag is not entered, it is determined whether to enter the scene ②.
Specifically, it is detected whether the vehicle speed V x is greater than 80km/h and the steering wheel angleWhether the lateral acceleration a y is smaller than 5 degrees, whether the lateral acceleration a y is larger than a preset value a y1, and whether the acting time reaches T 1. If not, returning and acquiring ADAS information, IMU information, yaw rate sensor information, steering wheel corner information, wheel speed sensor and other information, and if yes, requesting the active suspension to increase current to increase rigidity and damping of the suspension by the control system so as to ensure that the vehicle stably passes through a crosswind zone.
Further, the yaw rate sensor detects whether the yaw rate ω r is greater than a preset value ω r0, if the current yaw rate ω r is greater than the preset value ω r0, the control system requests one or more of the braking system/steering system/driving system to perform yaw control, further compares the current yaw rate with the preset yaw rate value, and if the current yaw rate value is greater than the preset value, continues to perform yaw control.
If the current transverse wind is smaller than the preset value, which means that the safety of the vehicle is not damaged due to the smaller transverse wind, comparing the current transverse acceleration value a y with the preset value a y1 to judge whether the vehicle passes through the transverse wind area, and if the current transverse acceleration value a y is smaller than the preset value a y1 and the duration is longer than T 0, ending the current control and entering the next period.
In summary, the vehicle control method provided by the embodiment of the invention is provided with the steps of determining that the vehicle is in a first crosswind scene, determining that the vehicle enters a first crosswind adjustment mode according to the first crosswind scene, and performing crosswind pre-control on the vehicle according to first vehicle information in the first crosswind adjustment mode so as to enable the vehicle to stably pass through a crosswind area, thereby realizing crosswind control on the vehicle. And, based on ADAS sensor (radar, camera), IMU sensor carries out the scene judgement to the road conditions and carries out feedforward control through suspension, steering wheel damping, makes the vehicle get into the crosswind district with "defending" gesture, improves the crosswind performance of vehicle. Based on chassis fusion control, feedforward control can be carried out on the cross wind-like working condition caused by the meeting airflow, and good driving experience is brought to passengers. And judging the wind direction by the IMU to the direction of the transverse acceleration, and starting the rear wheel steering to enable the steering angle of the vehicle to reach an expected value when the vehicle steers in a transverse wind area.
Further, the invention provides electronic equipment.
In an embodiment of the present invention, an electronic device includes a memory, a processor, and a computer program stored on the memory and executable on the processor, and when the computer program is executed by the processor, the above-described vehicle control method is implemented.
The electronic equipment of the embodiment of the invention sets and determines that the vehicle is in a first crosswind scene by realizing the control method of the vehicle of the embodiment, determines that the vehicle enters a first crosswind adjustment mode according to the first crosswind scene, and performs crosswind pre-control on the vehicle according to first vehicle information in the first crosswind adjustment mode so as to enable the vehicle to stably pass through a crosswind area, thereby realizing crosswind control on the vehicle. And, based on ADAS sensor (radar, camera), IMU sensor carries out the scene judgement to the road conditions and carries out feedforward control through suspension, steering wheel damping, makes the vehicle get into the crosswind district with "defending" gesture, improves the crosswind performance of vehicle. Based on chassis fusion control, feedforward control can be carried out on the cross wind-like working condition caused by the meeting airflow, and good driving experience is brought to passengers. And judging the wind direction by the IMU to the direction of the transverse acceleration, and starting the rear wheel steering to enable the steering angle of the vehicle to reach an expected value when the vehicle steers in a transverse wind area.
Further, the invention provides a control device of the vehicle.
Fig. 6 is a block diagram of a control device of a vehicle according to an embodiment of the present invention.
As shown in fig. 6, the control device 100 of the vehicle includes a determining module 101 configured to determine that the vehicle is in a first crosswind scene and determine that the vehicle enters a first crosswind-adjusting mode according to the first crosswind scene, and a control module 102 configured to perform crosswind pre-control on the vehicle according to first vehicle information in the first crosswind-adjusting mode.
In other specific embodiments of the vehicle control device according to the embodiment of the present invention, reference may be made to the vehicle control method according to the above embodiment.
The control device of the vehicle provided by the embodiment of the invention is provided with a first crosswind scene, the vehicle is determined to enter a first crosswind adjusting mode according to the first crosswind scene, and in the first crosswind adjusting mode, the vehicle is subjected to crosswind pre-control according to first vehicle information so as to stably pass through a crosswind area, so that the crosswind control of the vehicle is realized. And, based on ADAS sensor (radar, camera), IMU sensor carries out the scene judgement to the road conditions and carries out feedforward control through suspension, steering wheel damping, makes the vehicle get into the crosswind district with "defending" gesture, improves the crosswind performance of vehicle. Based on chassis fusion control, feedforward control can be carried out on the cross wind-like working condition caused by the meeting airflow, and good driving experience is brought to passengers. And judging the wind direction by the IMU to the direction of the transverse acceleration, and starting the rear wheel steering to enable the steering angle of the vehicle to reach an expected value when the vehicle steers in a transverse wind area.
Further, the invention proposes a vehicle.
Fig. 7 is a block diagram of a vehicle according to an embodiment of the present invention.
As shown in fig. 7, the vehicle 10 includes the control device 100 of the vehicle described above.
The vehicle provided by the embodiment of the invention is provided with the control device for determining that the vehicle is in the first crosswind scene, determining that the vehicle enters the first crosswind adjustment mode according to the first crosswind scene, and performing crosswind pre-control on the vehicle according to the first vehicle information in the first crosswind adjustment mode so as to enable the vehicle to stably pass through a crosswind area, thereby realizing crosswind control on the vehicle. And, based on ADAS sensor (radar, camera), IMU sensor carries out the scene judgement to the road conditions and carries out feedforward control through suspension, steering wheel damping, makes the vehicle get into the crosswind district with "defending" gesture, improves the crosswind performance of vehicle. Based on chassis fusion control, feedforward control can be carried out on the cross wind-like working condition caused by the meeting airflow, and good driving experience is brought to passengers. And judging the wind direction by the IMU to the direction of the transverse acceleration, and starting the rear wheel steering to enable the steering angle of the vehicle to reach an expected value when the vehicle steers in a transverse wind area.
It should be noted that the logic and/or steps represented in the flow diagrams or otherwise described herein may be considered a ordered listing of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include an electrical connection (an electronic device) having one or more wires, a portable computer diskette (a magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, may be implemented using any one or combination of techniques known in the art, discrete logic circuits with logic gates for implementing logic functions on data signals, application specific integrated circuits with appropriate combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present specification, the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. refer to an orientation or positional relationship based on that shown in the drawings, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and should not be construed as limiting the invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the description of the present specification, unless otherwise indicated, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed, mechanically connected, electrically connected, directly connected, indirectly connected via an intermediate medium, or in communication between two elements or in an interaction relationship between two elements, unless otherwise specifically defined. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
Claims (16)
1. A control method of a vehicle, characterized by comprising:
determining that the vehicle is in a first crosswind scene;
determining that the vehicle enters a first crosswind regulation mode according to the first crosswind scene;
And in the first crosswind regulation mode, performing crosswind pre-control on the vehicle according to the first vehicle information.
2. The method of controlling a vehicle according to claim 1, wherein the first vehicle information includes a steering wheel angle, and wherein the pre-controlling the vehicle in a crosswind according to the first vehicle information includes:
The vehicle is suspension controlled and steering controlled according to the steering wheel angle.
3. The control method of the vehicle according to claim 2, characterized in that the steering control of the vehicle according to the steering wheel angle includes:
when the steering wheel angle is larger than a preset value, determining to control the rear wheel steering of the vehicle;
And when the steering wheel angle is smaller than a preset value, determining to start steering wheel angle damping force control.
4. The control method of a vehicle according to claim 3, characterized in that the performing rear wheel steering control of the vehicle includes:
and determining the rear wheel steering angle direction according to the steering direction of the steering wheel and the crosswind direction.
5. The method for controlling a vehicle according to claim 4, wherein the first vehicle information further includes a lateral acceleration, wherein the determining the rear wheel turning angle direction based on the steering wheel turning and the crosswind direction includes:
determining a steering wheel of the vehicle according to the steering wheel angle;
determining a crosswind direction according to the transverse acceleration;
When the crosswind direction is opposite to the steering direction of the steering wheel, determining that the rear wheel steering angle direction is opposite to the front wheel steering angle direction;
And when the crosswind direction is the same as the steering direction of the steering wheel, determining that the front wheel steering angle direction is the same as the front wheel steering angle direction.
6. The method of controlling a vehicle according to claim 2, wherein the suspension control of the vehicle includes at least one of lowering a suspension height, increasing suspension damping, and increasing suspension stiffness.
7. The control method of the vehicle according to claim 2, characterized in that the control method further includes:
and in the first crosswind regulation mode, the vehicle is subjected to crosswind control according to the second vehicle information.
8. The method for controlling a vehicle according to claim 7, wherein the second vehicle information includes a lateral acceleration and a yaw rate, and wherein the controlling the vehicle according to the second vehicle information further includes:
And when the lateral acceleration is greater than a first acceleration threshold value and the duration is greater than a first time threshold value and the yaw rate is greater than a first angular rate threshold value, performing yaw control on the vehicle.
9. The control method of a vehicle according to claim 1, characterized in that when the vehicle is not in the first crosswind scene, the method further comprises:
When the steering wheel rotation angle is identified to be smaller than a preset value, the vehicle speed is larger than a vehicle speed threshold value, the transverse acceleration is larger than a second acceleration threshold value and the duration time is larger than a second time threshold value, and the vehicle is determined to be in a second crosswind scene;
determining that the vehicle enters a second crosswind regulation mode according to the second crosswind scene;
In the second crosswind-adjusting mode, suspension control is performed on the vehicle.
10. The method according to claim 9, further comprising performing crosswind control of the vehicle according to third vehicle information in the second crosswind-adjusting mode.
11. The method of controlling a vehicle according to claim 10, wherein the third vehicle information includes yaw rate, and the crosswind controlling the vehicle according to the third vehicle information includes:
And when the yaw rate is greater than a second angular rate threshold, performing yaw control on the vehicle.
12. The method of controlling a vehicle according to claim 8, wherein the suspension controlling of the vehicle includes at least one of lowering a suspension height, increasing suspension damping, and increasing suspension stiffness.
13. The method of controlling a vehicle according to claim 1, wherein the determining that the vehicle is in the first crosswind scenario comprises:
And when the fact that the preset crosswind mark exists on the road in front of the vehicle or the relative speed of the vehicle is larger than a preset relative speed value is recognized, determining that the vehicle is in the first crosswind scene.
14. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, which computer program, when executed by the processor, implements the method of controlling a vehicle as claimed in any one of claims 1-13.
15. A control device of a vehicle, characterized by comprising:
the determining module is used for determining that the vehicle is in a first crosswind scene and determining that the vehicle enters a first crosswind adjusting mode according to the first crosswind scene;
and the control module is used for carrying out crosswind pre-control on the vehicle according to the first vehicle information in the first crosswind regulation mode.
16. A vehicle comprising the control device of the vehicle according to claim 15.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311289526.1A CN119705413A (en) | 2023-09-28 | 2023-09-28 | Vehicle control method and device, electronic equipment and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311289526.1A CN119705413A (en) | 2023-09-28 | 2023-09-28 | Vehicle control method and device, electronic equipment and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN119705413A true CN119705413A (en) | 2025-03-28 |
Family
ID=95083750
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311289526.1A Pending CN119705413A (en) | 2023-09-28 | 2023-09-28 | Vehicle control method and device, electronic equipment and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN119705413A (en) |
-
2023
- 2023-09-28 CN CN202311289526.1A patent/CN119705413A/en active Pending
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