CN113291293B - Method and system for controlling driving mode based on vehicle body stability - Google Patents

Method and system for controlling driving mode based on vehicle body stability Download PDF

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CN113291293B
CN113291293B CN202110448102.XA CN202110448102A CN113291293B CN 113291293 B CN113291293 B CN 113291293B CN 202110448102 A CN202110448102 A CN 202110448102A CN 113291293 B CN113291293 B CN 113291293B
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vehicle
wind
data
wind speed
driving
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CN113291293A (en
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虞紫倩
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Ningbo Joynext Technology Corp
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Ningbo Joynext Technology Corp
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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
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/201—Dimensions of vehicle
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The application discloses a method and a system for controlling a driving mode based on vehicle body stability, wherein the method comprises the following steps: acquiring driving environment data and current vehicle state data, wherein the driving environment data comprises: wind data of wind acting on the vehicle, the wind data including wind magnitude and wind direction; the current state data of the vehicle body comprises: vehicle dimension information, body weight information, and vehicle acceleration; carrying out data fusion on the driving environment data and the current state data of the vehicle body to generate a driving mode control signal; and controlling the vehicle driving system to operate in an automatic driving mode or an auxiliary driving mode according to the driving mode control signal. The system adopts the method, is built in a driving control system of the vehicle, and judges whether the driving control system of the vehicle operates in an auxiliary driving mode or an automatic driving mode by combining the driving environment information with the stability of the vehicle body so as to improve the driving safety.

Description

Method and system for controlling driving mode based on vehicle body stability
Technical Field
The application relates to the technical field of automobile control, in particular to a method and a system for controlling a driving mode based on automobile body stability.
Background
At present, along with internet of things's development, more and more motorcycle types can support autopilot, but at autopilot's in-process, often can only realize combining the driving direction, the start-up, the braking etc. of real-time road conditions control vehicle, but can not combine driving environment to judge whether can get into the control of autopilot mode, in some special driving situations, adopt current autopilot tactics, probably can not combine driving environment information such as wind-force to stabilize the vehicle. For example, when a vehicle runs on a sea-crossing bridge, and meets the special driving situation of high wind (with high wind power level and different wind directions) weather and simultaneously generates bridge vortex vibration, if the vehicle runs in an automatic driving mode without safe driving judgment, the vehicle may not be stabilized by adjusting a steering wheel and the like in combination with environmental information such as wind power, vortex vibration and the like, so that potential safety hazards such as vehicle rollover and the like exist.
Disclosure of Invention
The application aims to provide a method and a system for controlling a driving mode based on vehicle body stability, which are used for judging and controlling a driving control system of a vehicle to operate in an auxiliary driving mode or an automatic driving mode by combining driving environment information with vehicle body stability so as to improve driving safety.
In order to achieve the above purpose, the present application provides the following technical solutions:
a method of controlling a driving mode based on body stability, comprising:
acquiring driving environment data and current vehicle state data, wherein the driving environment data comprises: wind data of wind acting on the vehicle, the wind data including wind magnitude and wind direction; the current state data of the vehicle body comprises: vehicle dimension information, body weight information, and vehicle acceleration, the vehicle acceleration including longitudinal acceleration and lateral acceleration;
carrying out data fusion on the driving environment data and the current state data of the vehicle body to generate a driving mode control signal;
and controlling the vehicle driving system to operate in an automatic driving mode or an auxiliary driving mode according to the driving mode control signal.
Specifically, the longitudinal acceleration is an acceleration in a vehicle traveling direction, and the lateral acceleration is an acceleration in a direction perpendicular to the vehicle traveling direction.
Preferably, the manner of acquiring the wind data comprises at least one of the following manners:
acquiring third wind speed data through a roadside unit RSU arranged at a road end, wherein the third wind speed data is the wind speed of wind relative to the RSU, and the wind speed data is acquired according to the third wind speed, the RSU is provided with a wind speed and direction sensor and is in communication connection with the vehicle through V2X, and the third wind speed data comprises a third wind speed and a third wind speed direction;
the wind data is directly acquired by a vehicle-mounted wind direction sensor, or
The method comprises the steps of obtaining first wind speed data through a wind speed and direction sensor installed on a vehicle, wherein the first wind speed data are wind speeds of wind relative to the vehicle, and obtaining the wind speed data according to the first wind speed data, and the first wind speed data comprise a first wind speed and a first wind speed direction.
Specifically, when the wind data is acquired by the vehicle-mounted wind direction sensor/anemometer sensor while the wind data is acquired by the RSU provided at the road end:
judging whether the RSU and the vehicle are within a preset distance;
if the distance is not within the preset distance, acquiring the wind data by adopting a wind direction sensor/a wind speed and wind direction sensor installed on the vehicle;
if the distance is within the preset distance, further judging whether the RSU is in front of the vehicle, if the RSU is in front of the vehicle, acquiring the wind power data through the RSU arranged at a road end, and if not, acquiring the wind power data through a wind power and wind direction sensor/a wind speed and wind direction sensor arranged on the vehicle.
Preferably, the acquiring, by a wind speed and direction sensor mounted on the vehicle, first wind speed data, which is a wind speed of wind relative to the vehicle, and the acquiring, according to the first wind speed data, the wind speed data includes:
acquiring the first wind speed data by using a wind speed and direction sensor installed on the vehicle;
and acquiring corresponding first wind pressure based on the first wind speed, and calculating the wind power data by utilizing the first wind speed direction, the first wind pressure and the size information of the vehicle.
Preferably, the current state data of the vehicle body further includes: vehicle speed;
the acquiring of third wind speed data through a roadside unit RSU provided at a road end, the third wind speed data being a wind speed of wind relative to the RSU, and the acquiring of the wind power data according to the third wind speed, includes:
collecting the third wind speed data with the RSU;
acquiring second wind speed data through the third wind speed data and the vehicle speed, wherein the second wind speed data is the wind speed of the wind relative to the vehicle converted based on the third wind speed data, and the second wind speed data comprises a second wind speed and a second wind speed direction;
and acquiring corresponding second wind pressure based on the second wind speed, and calculating the wind power data by using the second wind speed direction, the second wind pressure and the size information of the vehicle.
Preferably, the data fusion of the driving environment data and the current state data of the vehicle body to generate the driving mode control signal includes:
carrying out data fusion on the driving environment data and the current state data of the vehicle body to obtain a driving risk value;
judging whether the driving risk value is within a safety threshold value, if so, generating a first driving mode control signal for controlling a vehicle driving system to operate in an automatic driving mode, wherein the first driving mode control signal comprises a control signal for controlling a vehicle BCM (body control module) to adjust a steering wheel and a vehicle speed; and if the safety threshold value is not within the safety threshold value, generating a second driving mode control signal for controlling the vehicle driving system to operate in the auxiliary driving mode, wherein the second driving mode control signal comprises a control signal for controlling the vehicle HMI equipment to prompt the driver to adjust the steering wheel and the vehicle speed.
Further, the data fusion of the driving environment data and the current state data of the vehicle body is performed to obtain a driving risk value, and the method includes:
and carrying out stress analysis on the vehicle by utilizing the wind power data, the vehicle body weight information and the vehicle acceleration, calculating the current total stress of the vehicle, and taking the total stress as the driving risk value, wherein the total stress comprises the direction and the magnitude.
Preferably, the performing stress analysis on the vehicle by using the wind power data, the vehicle body weight information and the vehicle acceleration to calculate the current total stress of the vehicle includes:
decomposing the wind force of the wind acting on the vehicle into a first wind force component in the vehicle driving direction and a second wind force component perpendicular to the vehicle driving direction;
calculating a first force of the vehicle in the driving direction based on the first wind power component, the vehicle body weight information and the longitudinal acceleration;
calculating a second force of the vehicle in a direction perpendicular to the driving direction based on the second wind force component, the body weight information and the lateral acceleration;
and acquiring the current total stress of the vehicle according to the first stress and the second stress.
Preferably, the driving environment data further includes: bridge vortex frequency;
the data fusion of the driving environment data and the current state data of the vehicle body is carried out to obtain a driving risk value, and the method comprises the following steps:
judging the vortex vibration grade corresponding to the bridge vortex vibration frequency according to a preset vortex vibration grade comparison table, and simultaneously obtaining a corresponding vortex vibration grade coefficient;
the wind power data, the vehicle body weight information and the vehicle acceleration are utilized to carry out stress analysis on the vehicle, and the current total stress of the vehicle is calculated, wherein the total stress comprises the direction and the magnitude;
and multiplying the vortex vibration grade coefficient by the current total stress of the vehicle to obtain the driving risk value.
Specifically, the bridge vortex vibration frequency is obtained through a micro-vibration speed acceleration sensor arranged on an RSU arranged on the bridge.
Preferably, the driving environment data further includes: the intensity of the light;
the data fusion is carried out on the driving environment data and the current state data of the vehicle body to generate a driving mode control signal, and the method further comprises the following steps:
judging whether the light intensity is within a preset safe light intensity range or not;
if the light intensity is within the safe light intensity range, the driving risk value is further calculated, and the first driving mode control signal/the second driving mode control signal is generated according to the driving risk value;
and if the light intensity is not within the safe light intensity range, directly obtaining the second driving mode control signal.
A system for controlling a driving mode based on vehicle body stability comprises a data acquisition module, a data fusion module and a control module, wherein,
the data acquisition module is used for acquiring driving environment data and current vehicle state data, wherein the driving environment data comprises: wind data of wind acting on the vehicle, the wind data including wind magnitude and wind direction; the current state data of the vehicle body comprises: vehicle dimension information, body weight information, and vehicle acceleration, the vehicle acceleration including longitudinal acceleration and lateral acceleration;
the data fusion module is used for carrying out data fusion on the driving environment data and the current state data of the vehicle body to generate a driving mode control signal;
the control module is used for controlling the vehicle driving system to operate in an automatic driving mode or an auxiliary driving mode according to the driving mode control signal.
Compared with the prior art, the method and the system for controlling the driving mode based on the vehicle body stability have the following beneficial effects:
according to the method for stably controlling the driving mode based on the vehicle body, firstly, driving environment data such as wind power and vehicle current state data such as vehicle body weight are obtained, then data fusion is carried out on the driving environment data and the vehicle current state data to generate a driving mode control signal, and finally, the vehicle driving system is controlled to operate in an automatic driving mode or an auxiliary driving mode according to the driving mode control signal, so that the potential safety hazards of vehicle rollover and the like caused by the fact that the vehicle directly operates in the automatic driving mode without safe driving judgment and can not be stabilized by adjusting a steering wheel and the like in combination with the environment information such as wind power and vortex vibration are avoided.
The system for controlling the driving mode based on the vehicle body stability adopts the method, is built in the driving control system of the vehicle, and judges whether the driving control system of the vehicle operates in the auxiliary driving mode or the automatic driving mode by combining the driving environment information with the vehicle body stability so as to improve the driving safety.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic flow chart of a method for controlling a driving mode based on vehicle body stability in an embodiment of the application;
FIG. 2 is a schematic diagram illustrating an implementation process of a method for controlling a driving mode based on vehicle body stability in the embodiment of the application;
FIG. 3 is a schematic diagram of the position relationship between the vehicle and the RSU in the embodiment of the present application;
FIG. 4 is a schematic diagram illustrating another implementation of the method for controlling the driving mode based on the vehicle body stability according to the embodiment of the application;
FIG. 5 is a schematic diagram of a system for controlling a driving mode based on vehicle body stability according to an embodiment of the present application.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments of the present application are described in detail below with reference to the accompanying drawings. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Example one
Referring to fig. 1, an embodiment of the present invention provides a method for controlling a driving mode based on vehicle body stability, including:
acquiring driving environment data and current state data of a vehicle, wherein the driving environment data comprises: wind data of wind acting on the vehicle, the wind data including wind power magnitude and wind power direction; the current state data of the vehicle body comprises: vehicle dimension information, body weight information, and vehicle acceleration, the vehicle acceleration including longitudinal acceleration and lateral acceleration;
carrying out data fusion on the driving environment data and the current state data of the vehicle body to generate a driving mode control signal;
and controlling the vehicle driving system to operate in an automatic driving mode or an auxiliary driving mode according to the driving mode control signal.
According to the method for stably controlling the driving mode based on the vehicle body, the driving mode control signal is generated based on the driving environment data such as wind power and the current state data of the vehicle such as the vehicle body weight, the vehicle driving system is controlled to operate in the automatic driving mode or the auxiliary driving mode according to the driving mode control signal, the situation that the vehicle directly operates in the automatic driving mode without safe driving judgment is avoided, the vehicle can not be stabilized by adjusting a steering wheel and the like in combination with the environment information such as wind power and vortex vibration, the potential safety hazards such as vehicle rollover and the like are caused, and the driving safety is improved.
In a specific implementation process, the wind data acquisition mode comprises at least one of the following modes:
acquiring third wind speed data through a roadside unit RSU arranged at a road end, wherein the third wind speed data is the wind speed of wind relative to the RSU, and acquiring wind power data according to the third wind speed, the RSU is provided with a wind speed and direction sensor and is in communication connection with a vehicle through V2X, and the third wind speed data comprises a third wind speed and a third wind speed direction;
direct acquisition of wind data by means of a vehicle-mounted wind direction sensor, or
The method comprises the steps of obtaining first wind speed data through a wind speed and direction sensor installed on a vehicle, wherein the first wind speed data are wind speeds of wind relative to the vehicle, and obtaining wind power data according to the first wind speed data, and the first wind speed data comprise a first wind speed and a first wind speed direction.
Therefore, the vehicle can be provided with a wind speed and direction sensor to directly acquire the received wind data, and also can be provided with a wind speed and direction sensor to acquire real-time relative wind speed and acquire the wind data received by the vehicle by utilizing the wind speed. Besides, the roadside units RSU at the road end can acquire wind speed and wind direction through the wind pressure sensor and the wind direction sensor so as to acquire wind data relative to the vehicle. In addition, the vehicle can acquire real-time wind speed according to GPS information and real-time weather data acquired through networking, and further acquire wind data; or directly acquires wind power data acquired by other nearby vehicles through V2X. The diversity of wind power data sources combines the data sharing performance of the Internet of vehicles, and further enhances the judgment capability of the accuracy of the wind power data, so that the pertinence of the selection of the driving mode is improved.
Furthermore, with the development of the V2X technology, more and more roadside units RSUs are disposed beside the road, and therefore, in some road sections, the roadside units RSUs at the vehicle and the road end may simultaneously acquire the wind power data. Referring to fig. 3, fig. 3 is a schematic diagram of a positional relationship between a vehicle and an RSU in an embodiment of the present application, when wind data is acquired by a wind direction sensor/a wind speed and direction sensor installed on the vehicle, and simultaneously wind data is acquired by the RSU installed at a road end:
judging whether the RSU and the vehicle are within a preset distance;
if the distance is not within the preset distance, acquiring wind data by adopting a wind direction sensor/a wind speed and wind direction sensor which are installed through a vehicle;
if the distance is within the preset distance, whether the RSU is in front of the vehicle is further judged, if the RSU is in front of the vehicle, wind power data are obtained through the RSU arranged at the road end, and otherwise, the wind power data are obtained through a wind power and wind direction sensor/a wind speed and wind direction sensor arranged on the vehicle.
For example, the RSU1 is in front of the vehicle in fig. 3, then wind data is acquired through RSU 1; the RSU2 is arranged at the rear part of the vehicle, and wind data is acquired through a wind direction sensor/a wind speed and direction sensor arranged on the vehicle; the RSU3 is located at approximately the same location as the vehicle, and wind data is acquired via a vehicle mounted wind/anemometry sensor. The advantage of selecting the wind power data is that the obtained wind power data is within a certain distance in front of the vehicle driving direction as much as possible, and on the premise of ensuring the data accuracy, the data fusion operation is carried out on the vehicle for enough time to obtain a safer driving mode selection strategy.
The embodiment of the invention provides a method for controlling a driving mode based on vehicle body stability, which comprises the following steps of obtaining first wind speed data through a wind speed and direction sensor installed on a vehicle and obtaining wind power data according to the first wind speed data:
acquiring first wind speed data by using a wind speed and direction sensor installed on a vehicle, wherein the first wind speed data is the wind speed of wind relative to the vehicle, and the first wind speed data comprises a first wind speed and a first wind speed direction;
and acquiring corresponding first wind pressure based on the first wind speed, and calculating wind power data by using the first wind speed direction, the first wind pressure and the size information of the vehicle.
In specific implementation, a corresponding first wind pressure can be obtained based on a first wind speed by using the following formula (1):
Figure BDA0003037720810000081
in the formula (1), f1(x) Is the first wind pressure, v1Is the first wind speed magnitude.
Because the wind pressure is the pressure of the wind on the plane perpendicular to the airflow direction, the maximum area of the vehicle perpendicular to the first wind speed direction is estimated based on the first wind speed direction and the size information of the vehicle, and then the wind data of the vehicle is estimated through the first wind pressure and the maximum area of the vehicle perpendicular to the first wind speed direction, so that the conversion from the first wind speed data of the wind relative to the vehicle to the wind data of the vehicle is realized, and the vehicle can be conveniently judged whether to safely run in the automatic driving mode or not after the vehicle is subjected to stress analysis in the follow-up process.
In some cases, the vehicle itself is not equipped with a wind direction sensor/a wind speed and direction sensor, it may be necessary to acquire third wind speed data through a roadside unit RSU provided at a road end, and acquire the wind speed data according to the third wind speed, because the third wind speed data is a wind speed of wind relative to the RSU, the current state data of the vehicle body that still needs to be acquired further includes a vehicle speed, the vehicle speed may be directly acquired through a CAN bus, and the wind speed of wind relative to the vehicle is acquired by combining the third wind speed with the vehicle speed, and the specific implementation method may be:
acquiring third wind speed data by using the RSU, wherein the third wind speed data is the wind speed of wind relative to the RSU, and the third wind speed data comprises a third wind speed and a third wind speed direction;
then, the third wind speed data is sent to an on-board unit OBU of the vehicle through V2X communication, and then sent to a system for processing based on a vehicle body stability control driving mode, the system obtains second wind speed data through the third wind speed data and the vehicle speed, the second wind speed data is the wind speed of the wind relative to the vehicle converted based on the third wind speed data, and the second wind speed data comprises a second wind speed and a second wind speed direction; when the second wind speed data of the wind relative to the vehicle is obtained based on the third wind speed data, the third wind speed may be decomposed into two component speeds respectively along the vehicle running direction and perpendicular to the vehicle running direction, and then the component speeds along the vehicle running direction and the vehicle speed are vector-superposed and then synthesized with the component speed perpendicular to the vehicle running direction to obtain the second wind speed data. And then, by using the principle of calculating wind pressure by using wind speed in the formula (1), acquiring corresponding second wind pressure based on the second wind speed, and calculating wind data by using the second wind speed direction, the second wind pressure and the size information of the vehicle. For example:
the roadside unit RSU at the road end acquires third wind speed data v3Comparing the third wind speed data v3Decomposed into a first partial velocity v 'in the vehicle traveling direction'3And a second partial speed v ″, which is perpendicular to the direction of travel of the vehicle3While obtaining vehicle speed v4Wind is then a total speed v 'of the vehicle in the vehicle traveling direction with respect to the vehicle'3 TotalComprises the following steps:
v′3 Total＝v′3-kv4 (2)
In formula (2), when v'3And v4When the directions are the same, k takes the value of-1, and when v'3And v4And when the directions are opposite, k is 1.
Second wind speed data v of wind relative to the vehicle is then acquired based on equation (3)5Size and direction of (c):
Figure BDA0003037720810000101
and then converted into a second wind pressure f felt by the vehicle2(x) And selecting a formula:
Figure BDA0003037720810000102
and finally, estimating the maximum contact area of the vehicle perpendicular to the second wind speed direction based on the second wind speed direction and the size information of the vehicle, and estimating the wind power data received by the vehicle through the second wind pressure and the maximum contact area of the vehicle perpendicular to the second wind speed direction, so that the conversion of a wind related data action object is realized, the third wind speed data of the secondary wind relative to the road end RSU is converted into the wind power data received by the target vehicle, the problem that effective wind power data cannot be obtained due to the fact that the vehicle is not provided with a wind power and direction sensor/a wind speed and direction sensor is avoided, and the influence of the wind on the driving safety of the vehicle is conveniently analyzed.
Referring to fig. 2, after the wind power data is acquired, data fusion is performed based on driving environment data such as wind power data and vehicle body weight information and vehicle body current state data such as vehicle acceleration, and a driving mode control signal is generated, wherein the specific method includes:
and performing data fusion on the driving environment data and the current state data of the vehicle body to obtain a driving risk value, for example: carrying out stress analysis on the vehicle by utilizing the wind power data, the vehicle body weight information and the vehicle acceleration, calculating the current total stress of the vehicle, and taking the total stress as a driving risk value, wherein the total stress comprises the direction and the magnitude;
judging whether the driving risk value is within a safety threshold value, if so, generating a first driving mode control signal for controlling a vehicle driving system to operate in an automatic driving mode, wherein the first driving mode control signal comprises a control signal for controlling a vehicle BCM to adjust a steering wheel and a vehicle speed; and if the safety threshold value is not within the safety threshold value, generating a second driving mode control signal for controlling the vehicle driving system to operate in the auxiliary driving mode, wherein the second driving mode control signal comprises a control signal for controlling the vehicle HMI equipment to prompt the driver to adjust the steering wheel and the vehicle speed.
In the method for controlling the driving mode based on the vehicle body stability, whether the driving risk value is within the safety threshold value or not is judged by combining the driving environment data to select the proper driving mode, so that traffic accidents caused by blind running of the vehicle in the automatic driving mode without considering the driving environment are avoided to a great extent, in addition, the total stress is used as the driving risk value, the driving risk value is quantized and visualized, and the driving mode is selected more objectively.
In specific implementation, when calculating the current total stress of the vehicle, the overall force applied to the vehicle when wind power is not considered can be obtained based on the vehicle body weight and the vehicle acceleration, and then the total stress is calculated after the wind power is superposed, so that the vehicle acceleration is the overall acceleration of the vehicle when wind power is not considered, and the obtaining mode has various types, for example: the vehicle automatically records the acceleration value corresponding to the parameters (such as the angle of a steering wheel, the angle of a brake pedal, the angle of an accelerator pedal and the like) of the power system under the windless condition, stores the acceleration value in the local and uploads the acceleration value to the server to realize data sharing; acceleration data consistent with parameters provided by the current powertrain system or within error is obtained from a local storage space or server when the vehicle calculates the overall force to which the vehicle is subjected when wind forces are not considered.
More preferably, the friction coefficient of the current road section can be acquired while the acceleration value corresponding to the power provided by the power system is acquired, and the friction coefficient is also stored corresponding to the acceleration value. When the vehicle calculates the overall force to which the vehicle is subjected when the wind force is not considered, acceleration data is obtained from a local storage space or a server that is consistent with the coefficient of friction of the current driving environment or within an error range and consistent with parameters provided by the powertrain or within an error range.
After the acceleration data is obtained, the stress of the vehicle is analyzed by utilizing the wind power data, the weight information of the vehicle body and the acceleration of the vehicle, the current total stress of the vehicle is calculated, and the method for calculating the total stress comprises the following steps:
decomposing the wind force of the wind acting on the vehicle into a first wind force component in the driving direction of the vehicle and a second wind force component perpendicular to the driving direction of the vehicle;
calculating a first stress of the vehicle in the driving direction based on the first wind power component, the vehicle body weight information and the longitudinal acceleration;
calculating a second force of the vehicle in a direction perpendicular to the driving direction based on the second wind power component, the vehicle body weight information and the lateral acceleration;
and acquiring the current total stress of the vehicle according to the first stress and the second stress.
The specific calculation method may be: the acceleration data is decomposed into longitudinal acceleration a in the vehicle traveling direction1Transverse acceleration a in the direction perpendicular to the direction of travel of the vehicle2And respectively calculating the longitudinal stress F of the vehicle under the condition of not considering wind power in the two directions by combining the weight m of the vehicle body1And transverse force F2；
F1＝ma1 (5)
F2＝ma2 (6)
Wherein, the vehicle body weight m can be obtained through a vehicle load sensor.
The wind data are then decomposed into a first wind force component f of the direction of travel of the vehicle1And a second wind force component f perpendicular to the direction of travel of the vehicle2(ii) a Based on the first wind component f1And longitudinal force F1Calculating a first force F 'of the vehicle in the driving direction'1Based on the second wind component f2And transverse force F2Calculating a first force F 'of the vehicle in a direction perpendicular to the driving direction'2。
Finally, according to a first force F'1And a second force F'2Obtaining vehicleCurrent total force F:
Figure BDA0003037720810000121
the method comprises the steps of reversely deducing the total stress condition of a vehicle in a windless state by utilizing the acceleration of the vehicle in the windless state, which is generated by the action of traction force, friction force and the like, calculating the total stress of the vehicle by combining wind power, intuitively obtaining the influence of wind on the stress condition of the vehicle, and taking the total stress as a driving risk value to objectively judge whether the vehicle can safely run in an automatic driving mode.
It should be noted that, if it is impossible or inconvenient for the vehicle to obtain the entire force applied to the vehicle when the wind force is not considered based on the vehicle body weight and the vehicle acceleration, the wind force of the wind acting on the vehicle may be used as the driving risk value to determine whether the vehicle can be safely operated in the automatic driving mode. Still alternatively, weight values are set for parameters that may affect driving safety, such as vehicle speed, wind power to which the vehicle is subjected, and the like, respectively, empirically, and then driving risk values of the vehicle are roughly calculated based on these parameters and their weights, for example:
frisks＝l1FWind power-kl2v4 (8)
In the formula (8), fRisksAs driving risk value, FWind powerFor the wind force to which the vehicle is subjected,/1Weight, v, corresponding to wind power4As the vehicle speed,/2Is a weight corresponding to the vehicle speed when FWind (W)And v4When the directions are the same or nearly the same (the included angle is less than 45 degrees), k is-1, and when F is in the same direction or nearly the same direction, the included angle is less than 45 degreesWind (W)And v4When the direction is reversed or nearly reversed (the included angle is larger than 135 degrees), k is 1, and when FWind powerAnd v4When the direction is vertical or nearly vertical (the included angle is more than 45 degrees and less than 135 degrees), k is 0. Compared with the mode that only the wind force of the wind acting on the vehicle is used as the driving risk value, the method has higher accuracy, and can also avoid the situation that the vehicle cannot calculate the total stress because the acceleration of the vehicle in a windless state cannot be obtained based on the current driving parameters. Removing deviceBesides, the above-described various methods of calculating the driving risk value may be built into the driving system of the vehicle in a programmed manner, and provided with priorities: the mode priority of the total stress as the driving risk value is highest, the mode priority of the driving risk value of the vehicle is roughly calculated in the formula (8) is the second priority, the mode priority of the wind power as the driving risk value is lowest, so that the vehicle can acquire the driving risk value as much as possible, and a proper driving mode is selected according to the driving risk value.
And if the driving risk value is within the safety threshold value, generating a first driving mode control signal for controlling the vehicle driving system to operate in an automatic driving mode, and starting the vehicle BCM to automatically control the vehicle to reduce the speed, and adjusting the parameters of a steering wheel according to the control signal. And if the driving risk value is not within the safety threshold value, generating a second driving mode control signal for controlling the vehicle driving system to operate in an auxiliary driving mode, and prompting the driver to steer the steering wheel through the sound equipment by the system, so that the vehicle speed is reduced, and lane changing is performed. For example, in a certain driving assistance scenario, when the resultant force reaches the warning threshold and the direction is deviated to the right, the system may prompt the driver that the vehicle is about to turn over, please reduce the speed, change the lane to the left lane, and please turn the steering wheel to the left slightly. The potential safety hazards of vehicle rollover and the like caused by the fact that the vehicle directly runs in an automatic driving mode without safe driving judgment and possibly cannot be stabilized by combining environmental information such as wind power and the like through adjusting a steering wheel and the like are avoided.
Example two
On the basis of the first embodiment, the driving environment data in the above embodiments may further include a bridge vortex frequency, which is described below with reference to fig. 4. In this embodiment, the same or similar contents as those in the first embodiment may refer to the above description, and are not repeated herein.
In the method for controlling the driving mode based on the vehicle body stability provided by this embodiment, the method for obtaining the driving risk value by performing data fusion on the driving environment data and the current state data of the vehicle body specifically includes:
judging the vortex vibration grade corresponding to the bridge vortex vibration frequency according to a preset vortex vibration grade comparison table, and simultaneously obtaining a corresponding vortex vibration grade coefficient;
carrying out stress analysis on the vehicle by utilizing the wind power data, the vehicle body weight information and the vehicle acceleration, and calculating the current total stress of the vehicle, wherein the total stress comprises the direction and the magnitude;
and multiplying the vortex vibration grade coefficient by the current total stress of the vehicle to obtain a driving risk value.
In the concrete implementation, the bridge vortex vibration frequency is obtained through the micro-vibration speed acceleration sensor that the RSU that sets up on the bridge was equipped with, then judges the vortex vibration grade that the bridge vortex vibration frequency corresponds, obtains corresponding vortex vibration grade coefficient p simultaneously to and the current total atress F of vehicle, on this basis, calculate and drive risk value W:
W＝p×F (9)
in the formula (9), the value of the vortex vibration level coefficient p may be 1, 2, 3, 4, … …, the higher the bridge vortex vibration level obtained by the micro-vibration velocity acceleration sensor is, the larger the value of the vortex vibration coefficient is, and if the bridge vortex vibration frequency is not obtained, the value of the vortex vibration level coefficient p is 1. The method for controlling the driving mode based on the vehicle body stability, provided by the embodiment, considers the influence of the bridge vortex frequency on the driving safety aiming at the special condition of driving on the cross-sea bridge in the windy day, and combines the driving environment information with the vehicle body stability, so that the driving control system of the vehicle integrates all aspects of information before entering the auxiliary driving mode or the automatic driving mode and then determines which mode to enter, thereby improving the driving safety.
EXAMPLE III
On the basis of the first and second embodiments, the driving environment data in the above embodiments may further include light intensity, which is described below with reference to fig. 2 or fig. 4. In this embodiment, the same or similar contents as those in the first embodiment and the second embodiment may refer to the above description, and are not repeated hereinafter.
In the method for controlling a driving mode based on vehicle body stability provided by this embodiment, data fusion is performed on driving environment data and current vehicle body state data to generate a driving mode control signal, and the method further includes:
judging whether the light intensity is within a preset safe light intensity range;
if the light intensity is within the safe light intensity range, further calculating a driving risk value, and generating a first driving mode control signal/a second driving mode control signal according to the driving risk value;
if the light intensity is not within the safe light intensity range, the second driving mode control signal is directly obtained.
The light intensity is a pre-judgment condition, when the light intensity falls within a preset safe light intensity range, the automatic driving mode is allowed, and if the light intensity does not fall within the preset safe light intensity range, the automatic driving mode is not allowed. For example, if the preset safe light intensity range is [ a, g ], then the collected light intensity is less than a or greater than g (too weak or too strong), and the automatic driving mode is not allowed. In summary, the conditions for generating the first driving mode control signal to control the vehicle driving system to operate in the autonomous driving mode are as follows: the light intensity falls within a preset safe light intensity range and the driving risk value is within a safe threshold value; the conditions for generating the second driving mode control signal to control the vehicle driving system to operate in the auxiliary driving mode are as follows: the light intensity does not fall within the preset safe light intensity range, or the light intensity falls within the preset safe light intensity range but the light index is within the specified range but the driving risk value is not within the safe threshold value.
The method for controlling the driving mode based on the vehicle body stability, provided by the embodiment, considers the influence of the light intensity on the driving safety in the special situation that the light is too strong or too little, and comprehensively judges whether the driving control system of the vehicle meets the condition of operating in the auxiliary driving mode or the automatic driving mode, so as to improve the driving safety.
Example four
Corresponding to the first embodiment, the second embodiment and the third embodiment, an embodiment of the present application further provides a system for controlling a driving mode based on vehicle body stability, wherein in the present embodiment, the same or corresponding contents as those in the first embodiment or the second embodiment are referred to the above description, and are not repeated herein.
Referring to fig. 5, an embodiment of the present invention provides a system for controlling a driving mode based on vehicle body stability, including a data acquisition module, a data fusion module, and a control module, where the data acquisition module is configured to acquire driving environment data and current vehicle state data, where the driving environment data includes: wind data of wind acting on the vehicle, the wind data including wind power magnitude and wind power direction; the current state data of the vehicle body comprises: vehicle dimension information, body weight information, and vehicle acceleration, the vehicle acceleration including longitudinal acceleration and lateral acceleration; the data fusion module is used for carrying out data fusion on the driving environment data and the current state data of the vehicle body to generate a driving mode control signal; the control module is used for controlling the vehicle driving system to operate in an automatic driving mode or an auxiliary driving mode according to the driving mode control signal.
In the system for controlling the driving mode based on the vehicle body stability in the embodiment of the application, the method for controlling the driving mode based on the vehicle body stability in the first embodiment is adopted, the driving environment data and the current state data of the vehicle body are subjected to data fusion to generate the driving mode control signal, and the vehicle driving system is controlled to operate in the automatic driving mode or the auxiliary driving mode according to the driving mode control signal, so that the potential safety hazards of vehicle rollover and the like caused by the fact that the vehicle directly operates in the automatic driving mode without safe driving judgment and can not be stabilized by combining with environmental information such as wind power, vortex vibration and the like through adjusting a steering wheel and the like are avoided. Compared with the prior art, the beneficial effects of the system based on the vehicle body stable control driving mode provided by the embodiment of the invention are the same as the beneficial effects of the method based on the vehicle body stable control driving mode provided by the embodiment, and other technical characteristics in the system are the same as those disclosed by the method of the previous embodiment, which are not repeated herein.
In the foregoing description of embodiments, the particular features, structures, materials, or characteristics may be combined in any suitable manner in any one or more embodiments or examples.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (7)

1. A method of controlling a driving mode based on vehicle body stability, comprising:
acquiring driving environment data and current vehicle state data, wherein the driving environment data comprises: wind power data of wind acting on the vehicle and bridge vortex vibration frequency of a bridge where the vehicle is located, wherein the wind power data comprises wind power magnitude and wind power direction; the vehicle current state data includes: vehicle dimension information, body weight information, and vehicle acceleration, the vehicle acceleration including longitudinal acceleration and lateral acceleration;
judging the vortex vibration grade corresponding to the bridge vortex vibration frequency according to a preset vortex vibration grade comparison table, and simultaneously obtaining a corresponding vortex vibration grade coefficient; carrying out stress analysis on the vehicle by utilizing the wind power data, the vehicle body weight information and the vehicle acceleration, and calculating the current total stress of the vehicle, wherein the total stress comprises the direction and the magnitude; multiplying the vortex vibration level coefficient by the current total stress of the vehicle to obtain a driving risk value;
judging whether the driving risk value is within a safety threshold value, if so, generating a first driving mode control signal for controlling a vehicle driving system to operate in an automatic driving mode, wherein the first driving mode control signal comprises a control signal for controlling a vehicle BCM (binary-coded decimal) to adjust a steering wheel and a vehicle speed; if the current driving mode is not within the safety threshold, generating a second driving mode control signal for controlling the vehicle driving system to operate in an auxiliary driving mode, wherein the second driving mode control signal comprises a control signal for controlling the vehicle HMI equipment to prompt a driver to adjust a steering wheel and the vehicle speed;
and controlling a vehicle driving system to operate in a corresponding automatic driving mode or an auxiliary driving mode according to the generated first driving mode control signal or the second driving mode control signal.
2. The method for controlling driving patterns based on body stability according to claim 1, wherein the wind data is acquired in a manner comprising at least one of:
acquiring third wind speed data through a roadside unit RSU arranged at a road end, wherein the third wind speed data is the wind speed of wind relative to the RSU, and the wind speed data is acquired according to the third wind speed, the RSU is provided with a wind speed and direction sensor and is in communication connection with the vehicle through V2X, and the third wind speed data comprises a third wind speed and a third wind speed direction;
obtaining said wind data directly from a vehicle-mounted wind direction sensor, or
The method comprises the steps of obtaining first wind speed data through a wind speed and direction sensor installed on a vehicle, wherein the first wind speed data are wind speeds of wind relative to the vehicle, and obtaining the wind speed data according to the first wind speed data, and the first wind speed data comprise a first wind speed and a first wind speed direction.
3. The method of controlling a driving pattern based on body stability according to claim 2, wherein when the wind data is acquired by the vehicle-mounted wind direction sensor/anemometer while the wind data is acquired by the RSU provided at the road end:
judging whether the RSU and the vehicle are within a preset distance;
if the distance is not within the preset distance, acquiring the wind data by adopting a wind direction sensor/a wind speed and wind direction sensor installed on the vehicle;
if the distance is within the preset distance, further judging whether the RSU is in front of the vehicle, if the RSU is in front of the vehicle, acquiring the wind power data through the RSU arranged at a road end, and if not, acquiring the wind power data through a wind power and wind direction sensor/a wind speed and wind direction sensor arranged on the vehicle.
4. The method for controlling a driving pattern based on vehicle body stability according to claim 2 or 3, wherein the acquiring first wind speed data by a vehicle-mounted wind speed and direction sensor, the first wind speed data being a wind speed of wind relative to a vehicle, and the acquiring the wind speed data according to the first wind speed data comprises:
acquiring the first wind speed data by using a wind speed and direction sensor installed on the vehicle;
and acquiring corresponding first wind pressure based on the first wind speed, and calculating the wind power data by utilizing the first wind speed direction, the first wind pressure and the size information of the vehicle.
5. The method of controlling a driving pattern based on body stability according to claim 2 or 3, wherein the body current state data further includes: vehicle speed;
the acquiring of third wind speed data through a roadside unit RSU provided at a road end, the third wind speed data being a wind speed of wind relative to the RSU, and the acquiring of the wind power data according to the third wind speed, includes:
collecting the third wind speed data with the RSU;
acquiring second wind speed data through the third wind speed data and the vehicle speed, wherein the second wind speed data is the wind speed of the wind relative to the vehicle converted based on the third wind speed data, and the second wind speed data comprises a second wind speed and a second wind speed direction;
and acquiring corresponding second wind pressure based on the second wind speed, and calculating the wind power data by using the second wind speed direction, the second wind pressure and the size information of the vehicle.
6. The method for controlling the driving mode based on the vehicle body stability as claimed in claim 1, wherein the stress analysis of the vehicle by using the wind data, the vehicle body weight information and the vehicle acceleration calculates the current total stress of the vehicle, and comprises:
decomposing the wind force of the wind acting on the vehicle into a first wind force component in the vehicle driving direction and a second wind force component perpendicular to the vehicle driving direction;
calculating a first force of the vehicle in the driving direction based on the first wind power component, the vehicle body weight information and the longitudinal acceleration;
calculating a second force of the vehicle in a direction perpendicular to the driving direction based on the second wind force component, the body weight information and the lateral acceleration;
and acquiring the current total stress of the vehicle according to the first stress and the second stress.
7. A system for controlling a driving mode based on vehicle body stability is characterized by comprising a data acquisition module, a data fusion module, a control signal generation module and a control module,
the data acquisition module is used for acquiring driving environment data and current vehicle state data, wherein the driving environment data comprises: wind power data of wind acting on the vehicle and bridge vortex vibration frequency of a bridge where the vehicle is located, wherein the wind power data comprises wind power magnitude and wind power direction; the vehicle current state data includes: vehicle dimension information, body weight information, and vehicle acceleration, the vehicle acceleration including longitudinal acceleration and lateral acceleration;
the data fusion module is used for judging the vortex vibration level corresponding to the bridge vortex vibration frequency according to a preset vortex vibration level comparison table and acquiring a corresponding vortex vibration level coefficient; carrying out stress analysis on the vehicle by utilizing the wind power data, the vehicle body weight information and the vehicle acceleration, and calculating the current total stress of the vehicle, wherein the total stress comprises the direction and the magnitude; multiplying the vortex vibration level coefficient by the current total stress of the vehicle to obtain a driving risk value;
the control signal generation module is used for judging whether the driving risk value is within a safety threshold value, and if so, generating a first driving mode control signal for controlling a vehicle driving system to operate in an automatic driving mode, wherein the first driving mode control signal comprises a control signal for controlling a vehicle BCM (body control module) to adjust a steering wheel and a vehicle speed; if the current driving mode is not within the safety threshold, generating a second driving mode control signal for controlling the vehicle driving system to operate in an auxiliary driving mode, wherein the second driving mode control signal comprises a control signal for controlling the vehicle HMI equipment to prompt a driver to adjust a steering wheel and the vehicle speed;
the control module is used for controlling a vehicle driving system to operate in a corresponding automatic driving mode or an auxiliary driving mode according to the generated first driving mode control signal or the second driving mode control signal.
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