CN111376893A - Crosswind auxiliary control method and crosswind auxiliary control system - Google Patents
Crosswind auxiliary control method and crosswind auxiliary control system Download PDFInfo
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- CN111376893A CN111376893A CN201811635160.8A CN201811635160A CN111376893A CN 111376893 A CN111376893 A CN 111376893A CN 201811635160 A CN201811635160 A CN 201811635160A CN 111376893 A CN111376893 A CN 111376893A
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- 238000000034 method Methods 0.000 title claims abstract description 63
- 238000001514 detection method Methods 0.000 claims description 12
- 230000001133 acceleration Effects 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 6
- 230000003247 decreasing effect Effects 0.000 claims description 5
- 238000013021 overheating Methods 0.000 claims description 5
- 230000000694 effects Effects 0.000 claims 1
- 238000004364 calculation method Methods 0.000 description 4
- 238000010438 heat treatment Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
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Abstract
The invention relates to a crosswind auxiliary control method and a crosswind auxiliary control system of a vehicle, wherein the crosswind auxiliary control method comprises the following steps: a first judgment step (S100) of judging whether the vehicle is in a crosswind environment, and continuing the subsequent steps if the vehicle is judged to be in the crosswind environment; a second judgment step (S200) of judging whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver, if so, performing the subsequent steps; a third judgment step (S300) of judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is greater than the absolute value of a deviation preset value, if so, carrying out the subsequent steps; and a control step (S400) of outputting a control signal for controlling and correcting the vehicle motion state such that the deviation between the vehicle motion state and the driver' S driving intention is at least partially reduced, based on the calculated deviation.
Description
Technical Field
The present invention relates to a control method and a system for a vehicle, and more particularly, to a crosswind assist control method and a crosswind assist control system for a vehicle.
Background
When the automobile runs on a highway, a side wind is often encountered, and the automobile cannot run according to the intention of a driver, such as deviation from the running direction. If the driver can not respond in time or improper operation is carried out due to insufficient experience, the driving stability of the automobile can be lost, and potential safety hazards and even traffic accidents are caused. In order to reduce potential safety hazards caused by side wind, a driver can be in a nervous state for a long time in the driving process, and fatigue is accelerated.
Disclosure of Invention
In view of the above, the present invention is directed to a crosswind auxiliary control method and a crosswind auxiliary control system.
A crosswind assist control method of a vehicle, comprising:
a first judgment step of judging whether the vehicle is in a crosswind environment, and continuing the subsequent steps if the vehicle is judged to be in the crosswind environment;
a second judgment step of judging whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver, and if so, performing the subsequent steps;
a third judgment step of judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is greater than the absolute value of a deviation preset value, if so, performing the subsequent steps; and
and a control step of outputting a control signal for controlling and correcting the moving state of the vehicle such that the deviation between the moving state of the vehicle and the driving intention of the driver is at least partially reduced, based on the calculated deviation.
A crosswind assist control system comprising:
the first judgment module is used for judging whether the vehicle is in a crosswind environment or not;
the second judgment module is used for judging whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver or not;
the third judgment module is used for judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is larger than the absolute value of a deviation preset value or not; and
and the control module is used for outputting a control signal for controlling and correcting the motion state of the vehicle according to the calculated deviation and reducing the deviation between the motion state of the vehicle and the driving intention of the driver.
The computer-readable storage medium of the present invention, on which a computer program is stored, which, when executed by a processor, implements the crosswind assist control method described above.
The computer device of the invention comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the crosswind auxiliary control method.
As described above, according to the crosswind assistance control method and the crosswind assistance control system for the vehicle of the present invention, when the vehicle is in a lateral environment, the vehicle motion state can be controlled and corrected, and the deviation between the vehicle motion state and the driving intention of the driver can be reduced, so that the vehicle can run according to the intention of the driver, and the driving experience can be improved, and the stability and the safety of the vehicle running can be ensured.
Drawings
A more complete understanding of the present features, details, and advantages of the invention will be afforded to those skilled in the art by a consideration of the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings. Wherein:
fig. 1 is a flowchart illustrating a crosswind assist control method according to an embodiment of the present invention.
Fig. 2 is a specific flowchart showing a crosswind assist control method according to another embodiment of the present invention.
Fig. 3 is a specific flowchart showing a crosswind assist control method according to still another embodiment of the present invention.
FIG. 4 is a block diagram of the crosswind assist control system of the present invention.
Detailed Description
The following description is of some of the several embodiments of the invention and is intended to provide a basic understanding of the invention. It is not intended to identify key or critical elements of the invention or to delineate the scope of the invention.
Referring to fig. 1, fig. 1 is a flowchart illustrating a crosswind assist control method according to an embodiment of the present invention, which includes the following steps:
a first judgment step S100 of judging whether the vehicle is in a crosswind environment, and continuing the subsequent steps if the vehicle is judged to be in the crosswind environment;
a second judgment step S200 of judging whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver, and if so, performing the subsequent steps;
a third judgment step S300, judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is larger than the absolute value of a deviation preset value, if so, performing the subsequent steps; and
and a control step S400 of outputting a control signal for controlling and correcting the motion state of the vehicle according to the calculated deviation so that the deviation between the motion state of the vehicle and the driving intention of the driver is at least partially reduced.
In the first determination step S100, a crosswind detection signal is acquired, and it is determined whether the vehicle is disturbed by crosswind according to the crosswind detection signal, so as to determine whether the vehicle is in a crosswind environment. If it is determined that the vehicle is in a crosswind environment, the second determination step S200 is performed, otherwise, the operation returns to the initial operation, and the first determination step S100 is restarted. Wherein the crosswind detection signal is from a crosswind detection sensor of the vehicle.
In the second determination step S200, a sensor signal is acquired, a motion state of the vehicle and a driving intention of the driver are calculated from the sensor signal, and whether there is a deviation between the motion state of the vehicle and the driving intention of the driver is compared. If it is determined that there is a deviation between the motion state of the vehicle and the driving intention of the driver, the third determination step S300 is continued, otherwise, the operation returns to the initial operation, i.e., the first determination step S100 is restarted.
In the second determination step S200, the sensor signals are from a wheel speed sensor, a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor and/or an engine torque signal, wherein the signals of the wheel speed sensor, the steering angle sensor, the lateral acceleration sensor and/or the yaw angle sensor are used for calculating the motion state of the vehicle, the signals of the steering angle sensor, the wheel speed sensor and/or the engine torque signal are used for calculating the driving intention of the driver, and whether the motion state of the vehicle in the crosswind environment is deviated from the driving intention of the driver is determined according to the calculation result. Calculating the motion state of the vehicle and the driving intention of the driver based on the sensor signals is common knowledge of those skilled in the art, and the calculation process and method will not be described herein.
In the second determination step S200, the motion state of the vehicle includes a running speed of the vehicle in a crosswind environment, a yaw angle of the vehicle, a steering angle of the vehicle, and/or the like, and the driving intention of the driver includes the running speed, the yaw angle, and/or the steering angle that the driver desires to input.
In the third determination step S300, if the deviation between the driving speed of the vehicle in the crosswind environment and the driving speed expected to be input by the driver is greater than the absolute value of the preset deviation value, and/or the deviation between the yaw angle of the vehicle in the crosswind environment and the yaw angle expected to be input by the driver is greater than the absolute value of the preset deviation value, and/or the deviation between the steering angle of the vehicle in the crosswind environment and the steering angle expected to be input by the driver is greater than the absolute value of the preset deviation value, the subsequent step is performed, otherwise, the operation returns to the initial operation, that is, the first determination step S100 is restarted. The deviation preset values may be positive or negative numbers, and it is understood that the deviation preset values are generic terms, and the specific deviation preset values for the driving speed, the yaw angle and/or the steering angle may be different from each other.
If it is determined in the third determination step S300 that the deviation between the traveling speed of the vehicle in the crosswind environment and the traveling speed desired to be input by the driver is greater than the absolute value of the deviation preset value, and if the deviation value is a negative number, in the control step S400, a control signal for increasing the engine torque is output, and the traveling speed of the vehicle decreased by the interference of the crosswind is corrected; if the deviation value is a positive value, in control step S400, a control signal for reducing the engine torque and/or applying the brake pressure is output to correct the running speed of the vehicle increased by the crosswind disturbance. In the control step S400, the control signal for increasing or decreasing the engine torque is output, so that the influence of the crosswind disturbance on the traveling speed of the vehicle can be at least partially prevented, thereby ensuring a good driving experience.
If it is determined in the third determination step S300 that the deviation between the yaw angle of the vehicle in the crosswind environment and the yaw angle desired to be input by the driver is greater than the absolute value of the preset deviation value, a control signal for applying a braking force to the side of the vehicle affected by the crosswind is output in the control step S400, and the deviation of the yaw angle of the side of the vehicle due to the crosswind interference is corrected. In the control step S400, by outputting a control signal for applying a braking force to a side of the vehicle affected by the crosswind, the side of the vehicle can be prevented from losing stability due to the crosswind interference, thereby ensuring the stability and safety of the vehicle.
If it is determined in the third determination step S300 that the deviation between the steering angle of the vehicle in the crosswind environment and the steering angle desired to be input by the driver is greater than the absolute value of the deviation preset value, a control signal for applying a steering force opposite to the influence of the crosswind to the vehicle is output in the control step S400, and the steering deviation of the vehicle due to the crosswind interference is corrected. In the control step S400, by outputting a control signal that applies a steering force that is opposite to the influence of the crosswind to the vehicle, it is possible to prevent, at least in part, the vehicle from influencing the traveling direction of the vehicle due to the interference of the crosswind, thereby ensuring that the vehicle travels in the traveling direction of the input of the driver.
In the control step S400, the control signal output includes a signal for controlling a crosswind assistance control system (described in detail later), and may further include a prompt signal for prompting the driver that the crosswind assistance control method according to the present invention is running, where the prompt signal is not necessary, but is only used for providing a clearer prompt to the driver.
After the third determining step S300, if it is determined that the deviation between the motion state of the vehicle and the driving intention of the driver is greater than the absolute value of the deviation preset value, the method further includes:
a presentation step S500: the driver is prompted that the crosswind assist control method of the present invention is running.
In the present embodiment, the presentation step S500 is an unnecessary step, and is only for providing a clearer presentation to the driver. Presentation step S500 is performed simultaneously with control step S400, and may be performed before or after control step S400. In the presenting step S500, presentation is performed by, for example, one of an instrument panel, an audio device, or a head-up display device of the vehicle.
After the third determining step S300, the method further includes:
and an anti-interference step S301, judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is greater than the absolute value of a deviation preset value or not, and if so, continuing to step S400. The anti-jamming step S301 can prevent the vehicle from being momentarily disturbed by a reason such as a pothole in the road surface or a transient crosswind, and the crosswind assist control method according to an embodiment of the present invention is erroneously activated.
The crosswind auxiliary control method according to an embodiment of the present invention further includes:
a fourth determination step S600 of determining whether or not overheating of the element, for example, overheating of the drive motor and/or the brake disc, has occurred during execution of the control step S400, and if so, ending the control step S400, otherwise, continuing the control step S400. The fourth determination step S600 may be performed simultaneously with the control step S400, or may be performed after the control step S400 is started for a while. The fourth determination step S600 is an unnecessary step, and is to provide overheat protection to better ensure the safety of the present invention.
In the fourth determination step S600, it is determined whether the element is overheated or not by acquiring a temperature sensor signal for directly detecting the temperature of the driving motor and/or the brake disc; alternatively, by acquiring an ambient temperature sensor for detecting the ambient temperature, and by calculating the operating time and intensity of the heat generating elements in the crosswind assist control system of the present invention, it is determined whether the elements are overheated or not.
Referring to fig. 2, fig. 2 is a specific flowchart illustrating a crosswind assist control method according to another embodiment of the present invention, the crosswind assist control method according to the embodiment includes:
in step S20, a signal from a crosswind detection sensor is acquired;
in step S21, it is determined whether the vehicle is in a crosswind environment, and if the determination result is yes ("Y" in the drawing), the process proceeds to step S22, and if the determination result is no ("N" in the drawing), the process returns to step S20;
in step S22, signals from a wheel speed sensor, a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor, and/or an engine torque are acquired, a motion state of the vehicle and a driving intention of the driver are calculated based on the sensor signals, and whether there is a deviation between the motion state of the vehicle and the driving intention of the driver is compared; if the determination result is yes ("Y" in the figure), the process proceeds to step S23, and if the determination result is no ("N" in the figure), the process returns to step S20; the motion state of the vehicle includes a running speed of the vehicle in a crosswind environment, a yaw angle of the vehicle, and/or a steering angle of the vehicle, and the like, and the driving intention of the driver includes the running speed, the yaw angle, and/or the steering angle that the driver desires to input;
in step S23, it is determined whether or not the deviation between the moving state of the vehicle and the driving intention of the driver is larger than the absolute value of a deviation preset value, and if the determination result is yes ("Y" in the drawing), the process proceeds to step S24, or continues to steps S24 and S25, and if the determination result is no ("N" in the drawing), the process returns to step S20;
in step S24, a control signal is issued, the control signal including: increasing or decreasing the engine torque, applying a braking force to a side of the vehicle affected by the crosswind, and/or applying a steering force to the vehicle opposite to the influence of the crosswind, thereby at least partially correcting the moving state of the vehicle to at least partially counteract the influence of the crosswind on the vehicle; the control signals may also include a prompt signal to the driver that the method of the invention is running; simultaneously, or subsequently, step S26 is performed;
in step S25, the driver is notified that the crosswind assistance control method of the invention is operating;
in step S26, it is determined whether an element overheat, such as a motor or a brake disk overheat, is caused by acquiring a temperature sensor signal to directly detect the temperature of the drive motor and/or the brake disk; or, judging whether the heating element in the stability control system of the vehicle is overheated by acquiring an ambient temperature sensor for detecting the ambient temperature and by calculating the operating time and intensity of the heating element in the stability control system of the vehicle; if the determination result is yes ("Y" in the figure), the process goes to end step S24, that is, to end step S27, and if the determination result is no ("N" in the figure), the process goes to step S24, or the process goes to step S24 and step S25;
in step S27, the process ends.
Referring to fig. 3, fig. 3 is a detailed flowchart illustrating a crosswind assist control method according to another embodiment of the present invention, and the steps and principles of the crosswind assist control method according to the embodiment shown in fig. 3 are similar to those of the method according to the embodiment shown in fig. 2, except that: s231 is also included between step S23 and step S24.
In step S23, it is determined whether or not the deviation between the motion state of the vehicle and the driving intention of the driver is larger than the absolute value of the preset deviation value, and if the determination result is yes ("Y" in the drawing), the process proceeds to step S231, and if the determination result is no ("N" in the drawing), the process returns to step S20.
In step S231, it is determined whether or not the deviation between the moving state of the vehicle and the driving intention of the driver is greater than the absolute value of the deviation preset value and the duration is greater than a time preset value, and if so ("Y" in the drawing), the process proceeds to step S24, or continues to steps S24 and S25, and if not ("N" in the drawing), the process returns to step S23. Step S231 may prevent the vehicle from being momentarily disturbed by a reason such as a pothole in the road surface or a momentarily occurred crosswind, and the crosswind assist control method according to an embodiment of the present invention is erroneously activated.
Referring to fig. 4, fig. 4 is a block diagram of a wind assist control system according to an embodiment of the present invention, an input end of a side wind assist control system 9 according to an embodiment of the present invention is connected to a signal input unit, an output end of the side wind assist control system is connected to an execution unit, the signal input unit is used for inputting signals to the side wind assist control system, and includes a side wind detection sensor 11, a wheel speed sensor 12, a steering angle sensor 13, a lateral acceleration sensor 14, a yaw angle sensor 15 and/or an engine torque sensor 16, and the signal input unit further includes a temperature sensor 17. The crosswind auxiliary control system according to an embodiment of the present invention acquires a sensor signal of the signal input unit and outputs a control signal to control the execution unit. The execution unit comprises a steering device 31, a braking device 32, an engine 33 and/or a prompting device 34. The crosswind auxiliary control system 9 according to an embodiment of the present invention may be a separately provided control unit, or may be integrated into any control unit of the vehicle, such as a control unit of an electronic stability control system or a vehicle control unit.
The crosswind assistance control system 9 according to an embodiment of the present invention includes:
the first judging module 91 is used for judging whether the vehicle is in a crosswind environment;
a second determination module 92 for determining whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver;
a third judging module 93, configured to judge whether a deviation between the motion state of the vehicle and the driving intention of the driver is greater than an absolute value of a deviation preset value; and
and a control module 94 for outputting a control signal for controlling and correcting the moving state of the vehicle based on the calculated deviation, at least partially reducing the deviation between the moving state of the vehicle and the driving intention of the driver.
The first determining module 91 is configured to acquire a crosswind detection signal, and determine whether the vehicle is interfered by crosswind according to the crosswind detection signal, so as to determine whether the vehicle is in a crosswind environment. Wherein the crosswind detection signal is from a crosswind detection sensor of the vehicle.
The second determining module 92 is configured to obtain the sensor signal, calculate a motion state of the vehicle and a driving intention of the driver according to the sensor signal, and compare whether there is a deviation between the motion state of the vehicle and the driving intention of the driver. As an example, the second determination module 92 obtains sensor signals from a wheel speed sensor, a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor and/or an engine torque signal, wherein the signals from the wheel speed sensor, the steering angle sensor, the lateral acceleration sensor and/or the yaw angle sensor are used for calculating the motion state of the vehicle, the signals from the steering angle sensor, the wheel speed sensor and/or the engine torque signal are used for calculating the driving intention of the driver, and whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver is determined according to the calculation result. Calculating the motion state of the vehicle and the driving intention of the driver based on the sensor signals is common knowledge of those skilled in the art, and the calculation process and method will not be described herein.
The motion state of the vehicle calculated by the second determination module 92 includes: a running speed of the vehicle in a crosswind environment, a yaw angle of the vehicle, and/or a steering angle of the vehicle, etc.; the driving intention of the driver includes: the driver desires to input a driving speed, a yaw angle, and/or a steering angle.
And a third judging module 93 for judging whether a deviation between the moving state of the vehicle and the driving intention of the driver is greater than an absolute value of a deviation preset value, as an example, the third judging module 93 is whether a deviation between a running speed of the vehicle in a crosswind environment and a running speed expected to be input by the driver is greater than an absolute value of a deviation preset value, and/or whether a deviation between a yaw angle of the vehicle in a crosswind environment and a yaw angle expected to be input by the driver is greater than an absolute value of a deviation preset value, and/or whether a deviation between a steering angle of the vehicle in a crosswind environment and a steering angle expected to be input by the driver is greater than an absolute value of a deviation preset value. The deviation preset value can be a positive number or a negative number. It will be appreciated that the deviation preset values for the driving speed, the yaw angle and/or the steering angle may be different from each other.
If the third determining module 93 determines that the deviation between the driving speed of the vehicle in the crosswind environment and the driving speed expected to be input by the driver is greater than the absolute value of the deviation preset value, and if the deviation value is a negative number, the control module 94 outputs a control signal to control the engine 33 to increase the engine torque and correct the driving speed of the vehicle reduced by the interference of the crosswind; if the deviation is positive, the control module 94 outputs a control signal to control the engine 33 to decrease the engine torque and/or to control the braking device to increase the brake pressure to correct for increased vehicle speed due to crosswind disturbances. The control module 94 controls the engine through the output control signal to increase or decrease the engine torque and/or controls the brake device to increase the brake pressure, so that the influence on the running speed of the vehicle due to the cross wind interference can be at least partially prevented, and good driving experience can be guaranteed.
If the third determining module 93 determines that the deviation between the yaw angle of the vehicle in the crosswind environment and the yaw angle expected to be input by the driver is greater than the absolute value of the preset deviation value, the control module 94 outputs a control signal to control the braking device 32 to apply a braking force to the side of the vehicle affected by the crosswind, so as to correct the deviation of the yaw angle of the side of the vehicle caused by the interference of the crosswind. The control module 94 controls the braking device by outputting a control signal to apply a braking force to a side of the vehicle affected by the crosswind, so that the side of the vehicle can be at least partially prevented from losing the stability of the vehicle due to the interference of the crosswind, and the stability and the safety of the vehicle can be ensured.
If the third determining module 93 determines that the deviation between the steering angle of the vehicle in the crosswind environment and the steering angle expected to be input by the driver is greater than the absolute value of the preset deviation value, the control module 94 outputs a control signal to control the steering device 31 to apply a steering force opposite to the influence of the crosswind to the vehicle, so as to correct the steering deviation of the vehicle caused by the crosswind interference. The control module 94 may at least partially prevent the vehicle from influencing the driving direction of the vehicle due to the cross wind disturbance by applying a steering force to the vehicle opposite to the influence of the cross wind through the output control signal, thereby ensuring that the vehicle is driven in the driving direction of the driver's input.
The control signal output by the control module 94, including the signal for controlling the execution unit, may also output a prompt signal for prompting the driver that the crosswind assistance control method of the present invention is running, which is not necessary, but is only for providing a clearer prompt to the driver.
The crosswind-assisted control system 9 further comprises an anti-jamming module 95 for determining whether a deviation between the motion state of the vehicle and the driving intention of the driver is greater than an absolute value of a deviation preset value, and the duration is greater than a time preset value. The anti-jamming module 95 can prevent the vehicle from being momentarily disturbed due to, for example, a pothole or a transient crosswind, and the crosswind auxiliary control method according to an embodiment of the present invention is erroneously activated.
The crosswind assist control system 9 further comprises a fourth determination module 96 for determining whether overheating of elements such as the drive motor and/or the brake disc is caused. A fourth judging module 96, which judges whether the element is overheated or not by acquiring the signal of the temperature sensor 17, wherein the temperature sensor 17 may be a temperature sensor for directly detecting the temperature of the heating element of the crosswind auxiliary control system of the present invention, and the fourth judging module 96 judges whether the element is overheated or not according to the signal of the temperature sensor 17; alternatively, the temperature sensor 17 is an ambient temperature sensor for detecting the ambient temperature, and the fourth determining module 96 determines whether the overheating of the element is caused by calculating the working time and intensity of the heating element of the crosswind auxiliary control system according to the signal of the temperature sensor 17.
Further, the present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the crosswind assist control method described above.
Further, the present invention also provides a computer device, which includes a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements the crosswind assistance control method when executing the program.
As described above, according to the crosswind assistance control method and the crosswind assistance control system for the vehicle of the present invention, when the vehicle is in a lateral environment, the vehicle motion state can be controlled and corrected, and the deviation between the vehicle motion state and the driving intention of the driver can be reduced, so that the vehicle can run according to the intention of the driver, and the driving experience can be improved, and the stability and the safety of the vehicle running can be ensured.
While particular embodiments of the present invention have been described, they have been presented by way of example only, and are not intended to limit the scope of the invention. Rather, the structures described herein may be embodied in a variety of other forms; additionally, various substitutions and alterations may be made to the configurations described herein without departing from the spirit and scope of the present invention.
Claims (14)
1. A crosswind assist control method of a vehicle, characterized by comprising:
a first judgment step (S100) of judging whether the vehicle is in a crosswind environment, and continuing the subsequent steps if the vehicle is judged to be in the crosswind environment;
a second judgment step (S200) of judging whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver, if so, performing the subsequent steps;
a third judgment step (S300) of judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is greater than the absolute value of a deviation preset value, if so, carrying out the subsequent steps; and
and a control step (S400) of outputting a control signal for controlling and correcting the vehicle motion state such that a deviation between the vehicle motion state and the driver' S driving intention is at least partially reduced.
2. The crosswind assistance control method of a vehicle according to claim 1, characterized by further comprising:
a fourth determination step (S600) of determining whether or not the element is overheated during execution of the control step (S400), if so, ending the control step (S400), and if not, continuing the control step (S400).
3. The crosswind assistance control method for a vehicle according to claim 1, further comprising, after the third determination step (S300):
presentation step (S500): prompting that the driver is performing crosswind control, wherein the prompting step (S500) is performed simultaneously with the controlling step (S400), or is performed before or after the controlling step (S400), and the prompting step (S500) is performed by one of an instrument panel, an audio device, or a heads-up display device of the vehicle.
4. The crosswind assistance control method for a vehicle according to claim 1, wherein in the first determination step (S100), a crosswind detection signal from a crosswind detection sensor is acquired, and it is determined whether the vehicle is in a crosswind environment.
5. The crosswind assistance control method of a vehicle according to claim 1, wherein in the second determination step (S200), the motion state of the vehicle and the driving intention of the driver are calculated by acquiring signals of a wheel speed sensor, a steering angle sensor, a lateral acceleration sensor, and/or a yaw angle sensor, and whether there is a deviation between the motion state of the vehicle and the driving intention of the driver is compared.
6. The crosswind assistance control method of a vehicle according to claim 1, wherein in the third determination step (S300), it is determined whether a deviation between a running speed, a yaw angle, and/or a steering angle of the vehicle in a crosswind environment and a running speed, a yaw angle, and/or a steering angle desired to be input by a driver is greater than an absolute value of the deviation preset value, wherein the deviation preset value is a positive number or a negative number.
7. The crosswind assistance control method of a vehicle according to claim 1, wherein in the control step (S400), the output control signal includes increasing an engine torque, decreasing the engine torque and/or applying a brake pressure, applying a brake force to a side of the vehicle affected by the crosswind, and/or applying a steering force to the vehicle opposite to the influence of the crosswind.
8. The crosswind assistance control method of a vehicle according to claim 1, characterized by further comprising:
and an anti-interference step (S301) of judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is greater than the absolute value of the deviation preset value or not, and the duration time is greater than a time preset value, if so, continuing the control step (S400), and if not, continuing the third judgment step (S300).
9. A crosswind assist control system (9) comprising:
the first judgment module (91) is used for judging whether the vehicle is in a crosswind environment or not;
a second judgment module (92) for judging whether the motion state of the vehicle in the crosswind environment deviates from the driving intention of the driver;
a third judgment module (93) for judging whether the deviation between the motion state of the vehicle and the driving intention of the driver is greater than the absolute value of a deviation preset value; and
and a control module (94) for outputting a control signal for controlling and correcting the motion state of the vehicle according to the calculated deviation, and reducing the deviation between the motion state of the vehicle and the driving intention of the driver.
10. The crosswind assist control system as set forth in claim 9, wherein the control module (94) outputs control signals including increasing engine torque, decreasing engine torque and/or applying brake pressure, applying a braking force to a side of the vehicle affected by the crosswind, and/or applying a steering force to the vehicle opposite the crosswind effect.
11. The crosswind assist control system according to claim 9, further comprising a fourth determination module (96) for determining whether overheating of the element is caused.
12. The crosswind assist control system according to claim 9, further comprising an anti-jamming module (95) for determining whether a deviation between the vehicle's motion state and the driver's driving intent is greater than an absolute value of the deviation preset value and the duration is greater than a time preset value.
13. A computer-readable storage medium on which a computer program is stored, characterized in that the program, when executed by a processor, implements a crosswind assist control method of a vehicle according to any one of claims 1 to 8.
14. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of crosswind assist control of a vehicle according to any one of claims 1 to 8 when executing the program.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811635160.8A CN111376893A (en) | 2018-12-29 | 2018-12-29 | Crosswind auxiliary control method and crosswind auxiliary control system |
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| CN201811635160.8A CN111376893A (en) | 2018-12-29 | 2018-12-29 | Crosswind auxiliary control method and crosswind auxiliary control system |
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| CN111376893A true CN111376893A (en) | 2020-07-07 |
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