A vehicle steering assist active regulation control system

Abstract

This invention discloses a vehicle steering assist active adjustment control system, including a vehicle driving posture angle collection unit, a vehicle driving posture angle calculation unit, a steering assist mode switching control unit, and a steering assist correction control unit. The vehicle driving posture angle collection unit acquires the vehicle body slip angle, vehicle body roll angle, vehicle body sway angle, and vehicle body pitch angle. The vehicle driving posture angle calculation unit includes a multivariate matrix solution function for vehicle posture, designs posture angle calculation coefficients, and designs posture angle threshold differentiation weight coefficients to obtain the current vehicle driving posture angle evaluation factor. The steering assist mode switching control unit includes: a driving posture safety mode, a driving posture comfort mode, and a driving posture sport mode. The steering assist correction control unit matches the steering assist controller with the current vehicle posture transition control factor according to different steering assist modes to correct the steering assist.

Description

Technical Field

[0001] This invention relates to an active adjustment control system for vehicle steering assist. Background Technology

[0002] As modern automotive technology becomes increasingly intelligent, the intelligentization of power steering has gradually become a research focus. In recent years, with growing demands for safety, intelligence, and energy efficiency, electric power steering systems, as an "on-demand" steering mechanism, have gained widespread favor in the industry, representing the future direction of automotive steering technology. Because the motor output characteristics of electric power steering systems can be precisely controlled through programming, they can be expanded to achieve a variety of new functions, one of which is active adjustment of steering assist.

[0003] However, for the stability of vehicle driving and the comfort of the driver, the active adjustment and control of steering assist needs to consider the current driving posture of the vehicle and the posture transition control factor. Therefore, how to effectively ensure the stability of the vehicle's driving posture and evaluate the current driving posture to actively adjust the steering assist has become a technical problem that the applicant urgently needs to solve. To improve these problems, this invention proposes a vehicle steering assist active adjustment and control system. Summary of the Invention

[0004] The purpose of this invention is to provide a vehicle steering assist active adjustment control system to solve the problems encountered in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a vehicle steering assist active adjustment control system, comprising a vehicle driving posture angle collection unit, a vehicle driving posture angle calculation unit, a steering assist mode switching control unit, and a steering assist correction control unit.

[0006] The vehicle driving attitude angle collection unit includes a longitudinal attitude angle collection unit, a lateral attitude angle collection unit, and a jump attitude angle collection unit. The longitudinal attitude angle collection unit includes a vehicle body slip angle sensor to obtain the vehicle body slip angle β, the lateral attitude angle collection unit includes a vehicle body roll angle sensor to obtain the vehicle body roll angle σ, and a vehicle body yaw angle sensor to obtain the vehicle body sway angle Ф. The jump attitude angle collection unit includes a vehicle body pitch angle sensor to obtain the vehicle body pitch angle δ. The collected data for calculating the attitude angles is provided to the vehicle driving attitude angle calculation unit.

[0007] The vehicle driving attitude angle calculation unit includes a vehicle body attitude multivariate matrix calculation function, and designs longitudinal attitude angle calculation coefficient т1, lateral attitude angle calculation coefficient т2 and jump attitude angle calculation coefficient т3; the vehicle body attitude multivariate matrix calculation function is used to obtain the current vehicle driving attitude angle;

[0008] The multivariate state matrix solution function for vehicle body attitude is shown in the following equation.

[0009] kc = kc(κ1, κ2, κ3),

[0010] In the formula, κ1 is the longitudinal attitude angle, κ2 is the lateral attitude angle, κ3 is the jump attitude angle, and kc is the vehicle driving attitude angle matrix state.

[0011] The vehicle driving attitude angle matrix is ​​designed with attitude angle threshold differentiation weight coefficient γ, which is used to obtain the current vehicle driving attitude angle evaluation factor λ.

[0012] λ=γ*kc,

[0013] In the formula, kc is the vehicle driving attitude angle matrix state, and γ is the attitude angle threshold discrimination weight coefficient;

[0014] The steering assist mode switching control unit includes: a driving posture safety mode, a driving posture comfort mode, and a driving posture sport mode. Based on the attitude angle evaluation factor, it compares the stability of the current vehicle's driving posture within different ranges to evaluate whether the current vehicle is in different modes. The required degree of steering assist correction control varies depending on the mode. Different attitude transition control factors correspond to different modes, thus deriving an attitude transition control factor χ adapted to the current vehicle driving state.

[0015]

[0016] Wherein, β0 is the vehicle body sideslip angle vector, σ0 is the vehicle body roll angle vector, Ф0 is the vehicle body sway angle vector, δ0 is the vehicle body pitch angle vector, т1 is the longitudinal attitude angle solution coefficient, т2 is the lateral attitude angle solution coefficient, and т3 is the jump attitude angle solution coefficient. The matrix state of the function is the solution function for the multivariate state matrix of vehicle body attitude;

[0017] The attitude transition control factor χ is used to input the steering assist correction control unit to correct the steering assist in the current driving attitude mode of the vehicle.

[0018] The steering assist correction control unit evaluates the vehicle's steering assist mode based on the magnitude of the current vehicle's attitude angle evaluation factor λ, and analyzes the current vehicle's driving posture. It then matches the current vehicle's attitude transition control factor χ with the steering assist controller under different custom driving posture modes to linearly adjust the steering assist and optimize the attitude angle evaluation factor λ, thereby correcting and controlling the steering assist.

[0019] The vehicle driving attitude angle calculation unit needs to use the designed longitudinal attitude angle calculation coefficient, lateral attitude angle calculation coefficient, and jump attitude angle calculation coefficient for preliminary calculation;

[0020] Based on the vehicle body slip angle β collected by the vehicle body slip angle sensor in the longitudinal attitude angle collection unit, the longitudinal attitude angle calculation coefficient т1 is determined by the current degree of vehicle body slip. The range is limited to 0 < т1 < 1. The smaller the value, the greater the current degree of vehicle body slip. Conversely, the larger the value, the more stable the vehicle is in longitudinal driving and the smaller the degree of vehicle body slip.

[0021] Based on the longitudinal attitude angle calculation method, the longitudinal attitude angle κ1 is obtained by assigning a corresponding longitudinal attitude angle calculation coefficient т1 to the vehicle body sideslip angle β.

[0022]

[0023] Where κ1 is the longitudinal attitude angle, т1 is the longitudinal attitude angle calculation coefficient, and β is the vehicle body slip angle.

[0024] Based on the vehicle body roll angle σ collected by the vehicle body roll angle sensor in the lateral attitude angle collection unit, the vehicle body yaw angle Ф collected by the vehicle body yaw angle sensor, and the lateral attitude angle calculation coefficient т2, the value of т2 is determined by the current degree of vehicle roll and yaw, and the range is limited to 0 < т2 < 1. The smaller the value, the greater the current degree of vehicle body lateral yaw and roll, and vice versa, the more stable the current vehicle body is in lateral driving and the less the degree of vehicle body roll.

[0025] Based on the lateral attitude angle calculation method, the vehicle body roll angle σ and vehicle body sway angle Ф are assigned corresponding lateral attitude angle calculation coefficients т2, and the lateral attitude angle κ2 is calculated.

[0026]

[0027] Wherein, κ2 is the lateral attitude angle, т2 is the lateral attitude angle solution coefficient, σ is the vehicle body roll angle, and Ф is the vehicle body sway angle. The vehicle body roll angle σ and the vehicle body sway angle Ф should be considered to be in the same plane when solving the lateral attitude angle κ2.

[0028] Based on the vehicle pitch angle δ collected by the vehicle pitch angle sensor in the jump attitude angle collection unit, the jump attitude angle calculation coefficient т3 is determined. The value of т3 is determined by the current pitch degree of the vehicle and is limited to 0 < т3 < 1. The smaller the value, the more obvious the vertical jump of the vehicle and the greater the pitch degree. Conversely, the larger the value, the more stable the vertical driving of the vehicle and the smaller the pitch degree.

[0029] Based on the jump attitude angle calculation method, the corresponding jump attitude angle calculation coefficient т3 is assigned to the vehicle pitch angle δ, and the jump attitude angle κ3 is calculated.

[0030]

[0031] Where κ3 is the jump attitude angle, т3 is the jump attitude angle solution coefficient, and δ is the vehicle pitch angle.

[0032] The vehicle driving attitude angle calculation unit completes the preliminary calculation of the longitudinal attitude angle κ1, the lateral attitude angle κ2, and the jump attitude angle κ3, and designs the vehicle attitude multivariate matrix solution function:

[0033]

[0034] Where κ1 is the longitudinal attitude angle, κ2 is the lateral attitude angle, κ3 is the jump attitude angle, β is the vehicle body sideslip angle, σ is the vehicle body roll angle, Ф is the vehicle body sway angle, δ is the vehicle body pitch angle, β0 is the vehicle body sideslip angle vector, σ0 is the vehicle body roll angle vector, Ф0 is the vehicle body sway angle vector, and δ0 is the vehicle body pitch angle vector. Here, the vectorization of angles is to assign the direction of the function.

[0035] The function matrix is ​​stated, and then mathematical operations are performed to obtain the current vehicle driving attitude angle matrix state kc. The steps are as follows:

[0036] Step 1. Function matrix morphing:

[0037]

[0038] Step 2. Perform mathematical calculations using attitude angle solution coefficients:

[0039]

[0040] Where Q is the matrix form of the attitude angle calculation coefficients, т1 is the longitudinal attitude angle calculation coefficient, т2 is the lateral attitude angle calculation coefficient, and т3 is the jump attitude angle calculation coefficient.

[0041]

[0042] Obtain the vehicle driving attitude angle matrix state

[0043] in,

[0044]

[0045]

[0046] The vehicle driving attitude angle calculation unit uses the vehicle body attitude multivariate state matrix calculation function to obtain the matrix state vehicle driving attitude angle. Mathematical processing is required on the current vehicle driving attitude angle to evaluate the current driving attitude of the vehicle.

[0047] The attitude angle threshold differentiation weight coefficient γ can be designed to handle the current vehicle driving attitude angle matrix state kc:

[0048] kc=[h1(κ) h2(κ) h3(κ) h4(κ)] T ,

[0049] Based on the attitude angle threshold partitioning calculation method, the vehicle driving attitude angle in the current matrix state is assigned an attitude angle threshold partitioning calculation weight coefficient γ:

[0050] λ=γ*kc,

[0051] Where γ is the weighting coefficient for attitude angle threshold partitioning.

[0052] The attitude angle evaluation factor λ is calculated and used to evaluate the current driving attitude of the vehicle.

[0053] The magnitude of the attitude angle evaluation factor λ obtained by the vehicle driving attitude angle calculation unit determines the stability of the current vehicle driving attitude. The attitude angle evaluation factor λ ranges from 0 to 1. The larger the attitude angle evaluation factor λ value, the more unstable the current vehicle driving attitude is, that is, the greater the probability of a dangerous driving accident.

[0054] The attitude angle evaluation factor λ is defined as follows: λ values ​​of 0 < λ ≤ 0.3 are defined as interval 1; λ values ​​of 0.3 < λ ≤ 0.6 are defined as interval 2; λ values ​​of 0.6 < λ ≤ 0.9 are defined as interval 3; and λ values ​​of 0.9 < λ < 1 are defined as interval 4. Considering that the occurrence of interval 4 is a dangerous driving condition, emergency vehicle alarm adjustment measures should be taken to make the vehicle cooperate with the braking system for a short time, while adjusting the suspension and increasing the steering assist until the driving posture is stable, and the attitude angle evaluation factor λ value is reduced to within interval 1 to 3 to prevent vehicle instability.

[0055] The steering assist mode switching control unit includes: driving posture safety mode, driving posture comfort mode, driving posture sport mode, and the posture angle evaluation factor λ value corresponds to different current vehicle driving postures in different ranges, and the required steering assist is different.

[0056] The current vehicle is in different modes based on the magnitude of the attitude angle evaluation factor λ. The degree of steering assist correction control required for different modes is different. The attitude transition control factor χ is different for different attitudes. Then, the attitude transition control factor χ adapted to the current vehicle driving state is obtained and used to input the steering assist correction control unit to correct the steering assist in the current driving attitude mode.

[0057] The steering assist correction control unit uses proportional and integral closed-loop feedback control to linearly adjust the steering assist, while controlling the attitude transition control factor χ to ensure that the vehicle's current driving mode receives appropriate steering assist.

[0058] The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 3. The steering assist mode switching control unit adopts the driving posture motion mode to make a judgment on the current vehicle driving posture.

[0059] If the value of λ is in the range of 3, and the longitudinal attitude angle κ1 is 0.7 < κ1 < 1, then the vehicle is determined to be in a large sideslip attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle body sideslip angle β collected by the longitudinal attitude angle collection unit in the vehicle driving attitude angle collection unit. β The steering assist control is adjusted to reduce the degree of body roll and stabilize the longitudinal driving posture of the vehicle.

[0060] The steering assist correction control unit is designed with a longitudinal attitude transition control factor to obtain the steering assist required to correct the longitudinal attitude stability of the vehicle.

[0061]

[0062] Where, χ β β0 is the longitudinal attitude transformation control factor, and β0 is the vehicle body sideslip angle vector. т1 is the matrix state of the multivariate state matrix solution function for vehicle attitude, and т1 is the longitudinal attitude angle solution coefficient;

[0063] The design of a longitudinal steering assist controller based on linear adjustment of large sideslip attitude can be transformed into the following optimization problem based on proportional and integral control allocation:

[0064]

[0065]

[0066] Where, χ β τ is the longitudinal attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the longitudinal attitude transformation control factor. y To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F y =[F y1 F y2 F y3 F y4 [This refers to the longitudinal force vector of the tire;]

[0067] If the lateral attitude angle κ2 value is 0.7 < κ2 < 1, then the vehicle is determined to be in a large yaw attitude. The current lateral attitude transition control factor χ is calculated from the vehicle body roll angle σ and vehicle body sway angle Ф collected by the lateral attitude angle collection unit in the vehicle driving attitude angle collection unit. Ф The steering assist control is adjusted to reduce the lateral sway and roll of the vehicle body and stabilize the vehicle's lateral driving posture.

[0068] The steering assist correction control unit is designed with a lateral attitude transition control factor to obtain the steering assist required to correct the lateral attitude stability of the vehicle.

[0069]

[0070] Where, χ Ф Here, σ0 is the lateral attitude transition control factor, σ0 is the vehicle body roll angle vector, and Ф0 is the vehicle body sway angle vector. т2 is the matrix state of the multivariate state matrix solution function for vehicle attitude, and т2 is the lateral attitude angle solution coefficient;

[0071] The design of a lateral steering assist controller based on linear adjustment of yaw attitude can be transformed into the following optimization problem based on proportional and integral control allocation:

[0072]

[0073]

[0074] Where, χ Ф τ is the lateral attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the lateral attitude transformation control factor. x To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F x =[F x1 F x2 F x3 F x4 [ ] represents the lateral force vector;

[0075] If the jump attitude angle κ3 value is 0.7 < κ3 < 1, then the vehicle is determined to be in a large pitch attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle pitch angle δ collected by the jump attitude angle collection unit in the vehicle driving attitude angle collection unit. δ Adjusting the steering assist control correction to reduce vehicle pitch and stabilize the vehicle's vertical driving posture;

[0076] The steering assist correction control unit is designed with a jump attitude transition control factor to obtain the steering assist required to correct the vertical attitude stability of the vehicle.

[0077]

[0078] Where, χ δ δ0 is the control factor for jump attitude transition, and δ0 is the vehicle pitch angle vector. т3 represents the matrix state of the multivariate state matrix solution function for vehicle attitude, and т3 represents the coefficients for solving the jump attitude angle.

[0079] The design of a vertical steering assist controller based on linear adjustment of pitch attitude can be transformed into the following optimization problem based on proportional and integral control allocation:

[0080]

[0081]

[0082] Where, χ δ τ is the jump attitude transition control factor, Q is the matrix form of the attitude angle solution coefficients, and τ is the attitude angle control factor. z To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F z =[F z1 F z2 F z3 F z4 [ ] represents the vertical force vector.

[0083] The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 2. The steering assist mode switching control unit adopts a driving posture comfort mode and makes a judgment on the current vehicle driving posture.

[0084] If the longitudinal attitude angle κ1 value is 0.4≤κ1≤0.7 at this time, it is determined that the current vehicle is in a mid-side slip attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle body side slip angle β collected by the longitudinal attitude angle collection unit in the vehicle driving attitude angle collection unit. β At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ, so as to reduce the degree of body roll and stabilize the longitudinal driving posture of the body.

[0085] Design a longitudinal steering assist controller based on linear adjustment of mid-side yaw attitude. The control allocation problem based on the proportional and integral of mid-side yaw attitude can be transformed into the optimization problem of the relevant attitude angle evaluation factor λ:

[0086] When 0.4≤λ≤0.55:

[0087]

[0088]

[0089] When 0.55 < λ ≤ 0.7:

[0090]

[0091]

[0092] Where λ is the attitude angle evaluation factor, and χ β τ is the longitudinal attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the longitudinal attitude transformation control factor. y To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F y =[F y1 F y2 F y3 F y4 [This refers to the longitudinal force vector of the tire;]

[0093] If the lateral attitude angle κ2 value is 0.4≤κ2≤0.7 at this time, it is determined that the current vehicle is in a mid-yaw attitude. The current lateral attitude transition control factor χ is calculated from the vehicle body roll angle σ and vehicle body sway angle Ф collected by the lateral attitude angle collection unit in the vehicle driving attitude angle collection unit. Ф At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ to reduce the lateral sway and roll of the vehicle body and stabilize the lateral driving posture of the vehicle body.

[0094] Design a lateral steering assist controller based on linear adjustment of mid-yaw attitude. The control allocation problem based on the proportional and integral of mid-yaw attitude can be transformed into the optimization problem of the relevant attitude angle evaluation factor λ:

[0095] When 0.4≤λ≤0.55:

[0096]

[0097]

[0098] When 0.55 < λ ≤ 0.7:

[0099]

[0100]

[0101] Where λ is the attitude angle evaluation factor, and χ Ф τ is the lateral attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the lateral attitude transformation control factor. x To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F x =[F x1 F x2 F x3F x4 [ ] represents the lateral force vector;

[0102] If the jump attitude angle κ3 value is 0.4≤κ3≤0.7 at this time, it is determined that the current vehicle is in a mid-pitch attitude. The current jump attitude transition control factor χ is calculated from the vehicle pitch angle δ collected by the jump attitude angle collection unit in the vehicle driving attitude angle collection unit. δ At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ, so as to reduce the pitch of the vehicle body and stabilize the vertical driving posture of the vehicle body.

[0103] The design of a vertical steering assist controller based on linear adjustment of mid-pitch attitude can be transformed into an optimization problem of the relevant attitude angle evaluation factor λ, based on the proportional and integral control allocation problem of mid-pitch attitude:

[0104] When 0.4≤λ≤0.55:

[0105]

[0106]

[0107] When 0.55 < λ ≤ 0.7:

[0108]

[0109]

[0110] Where λ is the attitude angle evaluation factor, and χ δ τ is the jump attitude transition control factor, Q is the matrix form of the attitude angle solution coefficients, and τ is the attitude angle control factor. z To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F z =[F z1 F z2 F z3 F z4 [ ] represents the vertical force vector.

[0111] The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 1. The steering assist mode switching control unit adopts a driving posture safety mode and makes a judgment on the current vehicle driving posture.

[0112] If the longitudinal attitude angle κ1 value is 0 < κ1 < 0.4, then the vehicle is determined to be in a small sideslip attitude. At this time, the vehicle is in a safe driving state and the longitudinal driving attitude is stable.

[0113] If the lateral attitude angle κ2 value is 0 < κ2 < 0.4, then the vehicle is determined to be in a small yaw attitude. At this time, the vehicle is in a safe driving state and the lateral driving attitude is stable.

[0114] If the jump attitude angle κ3 value is 0 < κ3 < 0.4, then the vehicle is determined to be in a small pitch attitude. At this time, the vehicle is in a safe driving state and the jump driving attitude is stable.

[0115] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0116] 1. A vehicle steering assist active adjustment control system calculates the current vehicle driving attitude angle based on the multivariate state matrix solution function of the vehicle body attitude, and designs an attitude angle threshold differentiation weight coefficient to obtain the current vehicle driving attitude angle evaluation factor.

[0117] 2. The control modes of the present invention include a driving posture safety mode, a driving posture comfort mode, and a driving posture motion mode. Based on the attitude angle evaluation factor, the stability of the current vehicle driving posture is compared to different ranges, and the current vehicle is evaluated to be in different modes. The degree of steering assist correction control required for different modes is different.

[0118] 3. Based on the current driving mode of the vehicle, calculate the attitude transition control factor of the current vehicle and match it with the steering assist controller under different custom driving attitude modes. Perform linear adjustment of steering assist and optimize attitude angle evaluation factor, and then perform corrective control of steering assist. Attached Figure Description

[0119] The present invention will be further described below with reference to the accompanying drawings:

[0120] Figure 1 This invention relates to an active adjustment and control system for vehicle steering assist. Detailed Implementation

[0121] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0122] like Figure 1 As shown, the present invention is a vehicle steering assist active adjustment control system, including a vehicle driving posture angle collection unit, a vehicle driving posture angle calculation unit, a steering assist mode switching control unit, and a steering assist correction control unit.

[0123] The vehicle driving attitude angle collection unit includes a longitudinal attitude angle collection unit, a lateral attitude angle collection unit, and a jump attitude angle collection unit. The longitudinal attitude angle collection unit includes a vehicle body slip angle sensor to obtain the vehicle body slip angle β, the lateral attitude angle collection unit includes a vehicle body roll angle sensor to obtain the vehicle body roll angle σ, and a vehicle body yaw angle sensor to obtain the vehicle body sway angle Ф. The jump attitude angle collection unit includes a vehicle body pitch angle sensor to obtain the vehicle body pitch angle δ. The collected data for calculating the attitude angles is provided to the vehicle driving attitude angle calculation unit.

[0124] The vehicle driving attitude angle calculation unit includes a vehicle body attitude multivariate matrix calculation function, and designs longitudinal attitude angle calculation coefficient т1, lateral attitude angle calculation coefficient т2 and jump attitude angle calculation coefficient т3; the vehicle body attitude multivariate matrix calculation function is used to obtain the current vehicle driving attitude angle;

[0125] The multivariate state matrix solution function for vehicle body attitude is shown in the following equation.

[0126] kc = kc(κ1, κ2, κ3),

[0127] In the formula, κ1 is the longitudinal attitude angle, κ2 is the lateral attitude angle, κ3 is the jump attitude angle, and kc is the vehicle driving attitude angle matrix state.

[0128] The vehicle driving attitude angle matrix is ​​designed with attitude angle threshold differentiation weight coefficient γ, which is used to obtain the current vehicle driving attitude angle evaluation factor λ.

[0129] λ=γ*kc,

[0130] In the formula, kc is the vehicle driving attitude angle matrix state, and γ is the attitude angle threshold discrimination weight coefficient;

[0131] The steering assist mode switching control unit includes: a driving posture safety mode, a driving posture comfort mode, and a driving posture sport mode. Based on the attitude angle evaluation factor, it compares the stability of the current vehicle's driving posture within different ranges to evaluate whether the current vehicle is in different modes. The required degree of steering assist correction control varies depending on the mode. Different attitude transition control factors correspond to different modes, thus deriving an attitude transition control factor χ adapted to the current vehicle driving state.

[0132]

[0133] Wherein, β0 is the vehicle body sideslip angle vector, σ0 is the vehicle body roll angle vector, Ф0 is the vehicle body sway angle vector, δ0 is the vehicle body pitch angle vector, т1 is the longitudinal attitude angle solution coefficient, т2 is the lateral attitude angle solution coefficient, and т3 is the jump attitude angle solution coefficient. The matrix state of the function is the solution function for the multivariate state matrix of vehicle body attitude;

[0134] The attitude transition control factor χ is used to input the steering assist correction control unit to correct the steering assist in the current driving attitude mode of the vehicle.

[0135] The steering assist correction control unit evaluates the vehicle's steering assist mode based on the magnitude of the current vehicle's attitude angle evaluation factor λ, and analyzes the current vehicle's driving posture. It then matches the current vehicle's attitude transition control factor χ with the steering assist controller under different custom driving posture modes to linearly adjust the steering assist and optimize the attitude angle evaluation factor λ, thereby correcting and controlling the steering assist.

[0136] The vehicle driving attitude angle calculation unit needs to use the designed longitudinal attitude angle calculation coefficient, lateral attitude angle calculation coefficient, and jump attitude angle calculation coefficient for preliminary calculation;

[0137] Based on the vehicle body slip angle β collected by the vehicle body slip angle sensor in the longitudinal attitude angle collection unit, the longitudinal attitude angle calculation coefficient т1 is determined by the current degree of vehicle body slip. The range is limited to 0 < т1 < 1. The smaller the value, the greater the current degree of vehicle body slip. Conversely, the larger the value, the more stable the vehicle is in longitudinal driving and the smaller the degree of vehicle body slip.

[0138] Based on the longitudinal attitude angle calculation method, the longitudinal attitude angle κ1 is obtained by assigning a corresponding longitudinal attitude angle calculation coefficient т1 to the vehicle body sideslip angle β.

[0139]

[0140] Where κ1 is the longitudinal attitude angle, т1 is the longitudinal attitude angle calculation coefficient, and β is the vehicle body slip angle.

[0141] Based on the vehicle body roll angle σ collected by the vehicle body roll angle sensor in the lateral attitude angle collection unit, the vehicle body yaw angle Ф collected by the vehicle body yaw angle sensor, and the lateral attitude angle calculation coefficient т2, the value of т2 is determined by the current degree of vehicle roll and yaw, and the range is limited to 0 < т2 < 1. The smaller the value, the greater the current degree of vehicle body lateral yaw and roll, and vice versa, the more stable the current vehicle body is in lateral driving and the less the degree of vehicle body roll.

[0142] Based on the lateral attitude angle calculation method, the vehicle body roll angle σ and vehicle body sway angle Ф are assigned corresponding lateral attitude angle calculation coefficients т2, and the lateral attitude angle κ2 is calculated.

[0143]

[0144] Wherein, κ2 is the lateral attitude angle, т2 is the lateral attitude angle solution coefficient, σ is the vehicle body roll angle, and Ф is the vehicle body sway angle. The vehicle body roll angle σ and the vehicle body sway angle Ф should be considered to be in the same plane when solving the lateral attitude angle κ2.

[0145] Based on the vehicle pitch angle δ collected by the vehicle pitch angle sensor in the jump attitude angle collection unit, the jump attitude angle calculation coefficient т3 is determined. The value of т3 is determined by the current pitch degree of the vehicle and is limited to 0 < т3 < 1. The smaller the value, the more obvious the vertical jump of the vehicle and the greater the pitch degree. Conversely, the larger the value, the more stable the vertical driving of the vehicle and the smaller the pitch degree.

[0146] Based on the jump attitude angle calculation method, the corresponding jump attitude angle calculation coefficient т3 is assigned to the vehicle pitch angle δ, and the jump attitude angle κ3 is calculated.

[0147]

[0148] Where κ3 is the jump attitude angle, т3 is the jump attitude angle solution coefficient, and δ is the vehicle pitch angle.

[0149] The vehicle driving attitude angle calculation unit completes the preliminary calculation of the longitudinal attitude angle κ1, the lateral attitude angle κ2, and the jump attitude angle κ3, and designs the vehicle attitude multivariate matrix solution function:

[0150]

[0151] Where κ1 is the longitudinal attitude angle, κ2 is the lateral attitude angle, κ3 is the jump attitude angle, β is the vehicle body sideslip angle, σ is the vehicle body roll angle, Ф is the vehicle body sway angle, δ is the vehicle body pitch angle, β0 is the vehicle body sideslip angle vector, σ0 is the vehicle body roll angle vector, Ф0 is the vehicle body sway angle vector, and δ0 is the vehicle body pitch angle vector. Here, the vectorization of angles is to assign the direction of the function.

[0152] The function matrix is ​​stated, and then mathematical operations are performed to obtain the current vehicle driving attitude angle matrix state kc. The steps are as follows:

[0153] Step 1. Function matrix morphing:

[0154]

[0155] Step 2. Perform mathematical calculations using attitude angle solution coefficients:

[0156]

[0157] Where Q is the matrix form of the attitude angle calculation coefficients, т1 is the longitudinal attitude angle calculation coefficient, т2 is the lateral attitude angle calculation coefficient, and т3 is the jump attitude angle calculation coefficient.

[0158]

[0159] Obtain the vehicle driving attitude angle matrix state

[0160] in,

[0161]

[0162]

[0163] The vehicle driving attitude angle calculation unit uses the vehicle body attitude multivariate state matrix calculation function to obtain the matrix state vehicle driving attitude angle. Mathematical processing is required on the current vehicle driving attitude angle to evaluate the current driving attitude of the vehicle.

[0164] The attitude angle threshold differentiation weight coefficient γ can be designed to handle the current vehicle driving attitude angle matrix state kc:

[0165] kc=[h1(κ) h2(κ) h3(κ) h4(κ)] T ,

[0166] Based on the attitude angle threshold partitioning calculation method, the vehicle driving attitude angle in the current matrix state is assigned an attitude angle threshold partitioning calculation weight coefficient γ:

[0167] λ=γ*kc,

[0168] Where γ is the weighting coefficient for attitude angle threshold partitioning.

[0169] The attitude angle evaluation factor λ is calculated and used to evaluate the current driving attitude of the vehicle.

[0170] The magnitude of the attitude angle evaluation factor λ obtained by the vehicle driving attitude angle calculation unit determines the stability of the current vehicle driving attitude. The attitude angle evaluation factor λ ranges from 0 to 1. The larger the attitude angle evaluation factor λ value, the more unstable the current vehicle driving attitude is, that is, the greater the probability of a dangerous driving accident.

[0171] The attitude angle evaluation factor λ is defined as follows: λ values ​​of 0 < λ ≤ 0.3 are defined as interval 1; λ values ​​of 0.3 < λ ≤ 0.6 are defined as interval 2; λ values ​​of 0.6 < λ ≤ 0.9 are defined as interval 3; and λ values ​​of 0.9 < λ < 1 are defined as interval 4. Considering that the occurrence of interval 4 is a dangerous driving condition, emergency vehicle alarm adjustment measures should be taken to make the vehicle cooperate with the braking system for a short time, while adjusting the suspension and increasing the steering assist until the driving posture is stable, and the attitude angle evaluation factor λ value is reduced to within interval 1 to 3 to prevent vehicle instability.

[0172] The steering assist mode switching control unit includes: driving posture safety mode, driving posture comfort mode, driving posture sport mode, and the posture angle evaluation factor λ value corresponds to different current vehicle driving postures in different ranges, and the required steering assist is different.

[0173] The current vehicle is in different modes based on the magnitude of the attitude angle evaluation factor λ. The degree of steering assist correction control required for different modes is different. The attitude transition control factor χ is different for different attitudes. Then, the attitude transition control factor χ adapted to the current vehicle driving state is obtained and used to input the steering assist correction control unit to correct the steering assist in the current driving attitude mode.

[0174] The steering assist correction control unit uses proportional and integral closed-loop feedback control to linearly adjust the steering assist, while controlling the attitude transition control factor χ to ensure that the vehicle's current driving mode receives appropriate steering assist.

[0175] The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 3. The steering assist mode switching control unit adopts the driving posture motion mode to make a judgment on the current vehicle driving posture.

[0176] If the value of λ is in the range of 3, and the longitudinal attitude angle κ1 is 0.7 < κ1 < 1, then the vehicle is determined to be in a large sideslip attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle body sideslip angle β collected by the longitudinal attitude angle collection unit in the vehicle driving attitude angle collection unit. β The steering assist control is adjusted to reduce the degree of body roll and stabilize the longitudinal driving posture of the vehicle.

[0177] The steering assist correction control unit is designed with a longitudinal attitude transition control factor to obtain the steering assist required to correct the longitudinal attitude stability of the vehicle.

[0178]

[0179] Where, χ ββ0 is the longitudinal attitude transformation control factor, and β0 is the vehicle body sideslip angle vector. т1 is the matrix state of the multivariate state matrix solution function for vehicle attitude, and т1 is the longitudinal attitude angle solution coefficient;

[0180] The design of a longitudinal steering assist controller based on linear adjustment of large sideslip attitude can be transformed into the following optimization problem based on proportional and integral control allocation:

[0181]

[0182]

[0183] Where, χ β τ is the longitudinal attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the longitudinal attitude transformation control factor. y To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F y =[F y1 F y2 F y3 F y4 [This refers to the longitudinal force vector of the tire;]

[0184] If the lateral attitude angle κ2 value is 0.7 < κ2 < 1, then the vehicle is determined to be in a large yaw attitude. The current lateral attitude transition control factor χ is calculated from the vehicle body roll angle σ and vehicle body sway angle Ф collected by the lateral attitude angle collection unit in the vehicle driving attitude angle collection unit. Ф The steering assist control is adjusted to reduce the lateral sway and roll of the vehicle body and stabilize the vehicle's lateral driving posture.

[0185] The steering assist correction control unit is designed with a lateral attitude transition control factor to obtain the steering assist required to correct the lateral attitude stability of the vehicle.

[0186]

[0187] Where, χ Ф Here, σ0 is the lateral attitude transition control factor, σ0 is the vehicle body roll angle vector, and Ф0 is the vehicle body sway angle vector. т2 is the matrix state of the multivariate state matrix solution function for vehicle attitude, and т2 is the lateral attitude angle solution coefficient;

[0188] The design of a lateral steering assist controller based on linear adjustment of yaw attitude can be transformed into the following optimization problem based on proportional and integral control allocation:

[0189]

[0190]

[0191] Where, χ Ф τ is the lateral attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the lateral attitude transformation control factor. x To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F x =[F x1 F x2 F x3 F x4 [ ] represents the lateral force vector;

[0192] If the jump attitude angle κ3 value is 0.7 < κ3 < 1, then the vehicle is determined to be in a large pitch attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle pitch angle δ collected by the jump attitude angle collection unit in the vehicle driving attitude angle collection unit. δ Adjusting the steering assist control correction to reduce vehicle pitch and stabilize the vehicle's vertical driving posture;

[0193] The steering assist correction control unit is designed with a jump attitude transition control factor to obtain the steering assist required to correct the vertical attitude stability of the vehicle.

[0194]

[0195] Where, χ δ δ0 is the control factor for jump attitude transition, and δ0 is the vehicle pitch angle vector. т3 represents the matrix state of the multivariate state matrix solution function for vehicle attitude, and т3 represents the coefficients for solving the jump attitude angle.

[0196] The design of a vertical steering assist controller based on linear adjustment of pitch attitude can be transformed into the following optimization problem based on proportional and integral control allocation:

[0197]

[0198]

[0199] Where, χ δ τ is the jump attitude transition control factor, Q is the matrix form of the attitude angle solution coefficients, and τ is the attitude angle control factor. z To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F z =[F z1 F z2 F z3 F z4 [ ] represents the vertical force vector.

[0200] The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 2. The steering assist mode switching control unit adopts a driving posture comfort mode and makes a judgment on the current vehicle driving posture.

[0201] If the longitudinal attitude angle κ1 value is 0.4≤κ1≤0.7 at this time, it is determined that the current vehicle is in a mid-side slip attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle body side slip angle β collected by the longitudinal attitude angle collection unit in the vehicle driving attitude angle collection unit. β At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ, so as to reduce the degree of body roll and stabilize the longitudinal driving posture of the body.

[0202] Design a longitudinal steering assist controller based on linear adjustment of mid-side yaw attitude. The control allocation problem based on the proportional and integral of mid-side yaw attitude can be transformed into the optimization problem of the relevant attitude angle evaluation factor λ:

[0203] When 0.4≤λ≤0.55:

[0204]

[0205]

[0206] When 0.55 < λ ≤ 0.7:

[0207]

[0208]

[0209] Where λ is the attitude angle evaluation factor, and χ β τ is the longitudinal attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the longitudinal attitude transformation control factor. y To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F y =[F y1 F y2 F y3 F y4 [This refers to the longitudinal force vector of the tire;]

[0210] If the lateral attitude angle κ2 value is 0.4≤κ2≤0.7 at this time, it is determined that the current vehicle is in a mid-yaw attitude. The current lateral attitude transition control factor χ is calculated from the vehicle body roll angle σ and vehicle body sway angle Ф collected by the lateral attitude angle collection unit in the vehicle driving attitude angle collection unit. Ф At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ to reduce the lateral sway and roll of the vehicle body and stabilize the lateral driving posture of the vehicle body.

[0211] Design a lateral steering assist controller based on linear adjustment of mid-yaw attitude. The control allocation problem based on the proportional and integral of mid-yaw attitude can be transformed into the optimization problem of the relevant attitude angle evaluation factor λ:

[0212] When 0.4≤λ≤0.55:

[0213]

[0214]

[0215] When 0.55 < λ ≤ 0.7:

[0216]

[0217]

[0218] Where λ is the attitude angle evaluation factor, and χ Ф τ is the lateral attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the lateral attitude transformation control factor. x To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F x =[F x1 F x2 F x3 F x4 [ ] represents the lateral force vector;

[0219] If the jump attitude angle κ3 value is 0.4≤κ3≤0.7 at this time, it is determined that the current vehicle is in a mid-pitch attitude. The current jump attitude transition control factor χ is calculated from the vehicle pitch angle δ collected by the jump attitude angle collection unit in the vehicle driving attitude angle collection unit. δ At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ, so as to reduce the pitch of the vehicle body and stabilize the vertical driving posture of the vehicle body.

[0220] The design of a vertical steering assist controller based on linear adjustment of mid-pitch attitude can be transformed into an optimization problem of the relevant attitude angle evaluation factor λ, based on the proportional and integral control allocation problem of mid-pitch attitude:

[0221] When 0.4≤λ≤0.55:

[0222]

[0223]

[0224] When 0.55 < λ ≤ 0.7:

[0225]

[0226]

[0227] Where λ is the attitude angle evaluation factor, and χ δ τ is the jump attitude transition control factor, Q is the matrix form of the attitude angle solution coefficients, and τ is the attitude angle control factor. z To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F z =[F z1 F z2 F z3 F z4 [ ] represents the vertical force vector.

[0228] The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 1. The steering assist mode switching control unit adopts a driving posture safety mode and makes a judgment on the current vehicle driving posture.

[0229] If the longitudinal attitude angle κ1 value is 0 < κ1 < 0.4, then the vehicle is determined to be in a small sideslip attitude. At this time, the vehicle is in a safe driving state and the longitudinal driving attitude is stable.

[0230] If the lateral attitude angle κ2 value is 0 < κ2 < 0.4, then the vehicle is determined to be in a small yaw attitude. At this time, the vehicle is in a safe driving state and the lateral driving attitude is stable.

[0231] If the jump attitude angle κ3 value is 0 < κ3 < 0.4, then the vehicle is determined to be in a small pitch attitude. At this time, the vehicle is in a safe driving state and the jump driving attitude is stable.

Claims

1. A vehicle steering assist active adjustment control system, characterized in that, Includes the following: Vehicle driving attitude angle collection unit, vehicle driving attitude angle calculation unit, steering assist mode switching control unit, steering assist correction control unit; The vehicle driving attitude angle collection unit includes a longitudinal attitude angle collection unit, a lateral attitude angle collection unit, and a jump attitude angle collection unit. The longitudinal attitude angle collection unit includes a vehicle body slip angle sensor to obtain the vehicle body slip angle β, the lateral attitude angle collection unit includes a vehicle body roll angle sensor to obtain the vehicle body roll angle σ, and a vehicle body yaw angle sensor to obtain the vehicle body sway angle Ф. The jump attitude angle collection unit includes a vehicle body pitch angle sensor to obtain the vehicle body pitch angle δ. The collected data for calculating the attitude angles is provided to the vehicle driving attitude angle calculation unit. The vehicle driving attitude angle calculation unit includes a vehicle body attitude multivariate matrix calculation function, and designs longitudinal attitude angle calculation coefficient т1, lateral attitude angle calculation coefficient т2 and jump attitude angle calculation coefficient т3; the vehicle body attitude multivariate matrix calculation function is used to obtain the current vehicle driving attitude angle; The multivariate state matrix solution function for vehicle body attitude is shown in the following equation. kc = kc(κ1, κ2, κ3), In the formula, κ1 is the longitudinal attitude angle, κ2 is the lateral attitude angle, κ3 is the jump attitude angle, and kc is the vehicle driving attitude angle matrix state. The vehicle driving attitude angle matrix is ​​designed with attitude angle threshold differentiation weight coefficient γ, which is used to obtain the current vehicle driving attitude angle evaluation factor λ. λ=γ*kc, In the formula, kc is the vehicle driving attitude angle matrix state, and γ is the attitude angle threshold discrimination weight coefficient; The steering assist mode switching control unit includes: a driving posture safety mode, a driving posture comfort mode, and a driving posture sport mode. Based on the attitude angle evaluation factor, it compares the stability of the current vehicle's driving posture within different ranges to evaluate whether the current vehicle is in different modes. The required degree of steering assist correction control varies depending on the mode. The attitude transition control factor χ corresponds to different modes, thus deriving the attitude transition control factor χ adapted to the current vehicle driving state. Wherein, β0 is the vehicle body sideslip angle vector, σ0 is the vehicle body roll angle vector, Ф0 is the vehicle body sway angle vector, δ0 is the vehicle body pitch angle vector, т1 is the longitudinal attitude angle solution coefficient, т2 is the lateral attitude angle solution coefficient, and т3 is the jump attitude angle solution coefficient. The matrix state of the function is the solution function for the multivariate state matrix of vehicle body attitude; The attitude transition control factor χ is used to input the steering assist correction control unit to correct the steering assist in the current driving attitude mode of the vehicle. The steering assist correction control unit evaluates the vehicle's steering assist mode based on the magnitude of the current vehicle's attitude angle evaluation factor λ, and analyzes the current vehicle's driving posture. It then matches the current vehicle's attitude transition control factor χ with the steering assist controller under different custom driving posture modes to linearly adjust the steering assist and optimize the attitude angle evaluation factor λ, thereby correcting and controlling the steering assist.

2. The vehicle steering assist active adjustment control system according to claim 1, characterized in that, The vehicle driving attitude angle calculation unit needs to use the designed longitudinal attitude angle calculation coefficient, lateral attitude angle calculation coefficient, and jump attitude angle calculation coefficient for preliminary calculation; Based on the vehicle body slip angle β collected by the vehicle body slip angle sensor in the longitudinal attitude angle collection unit, the longitudinal attitude angle calculation coefficient т1 is determined by the current degree of vehicle body slip. The range is limited to 0 < т1 < 1. The smaller the value, the greater the current degree of vehicle body slip. Conversely, the larger the value, the more stable the vehicle is in longitudinal driving and the smaller the degree of vehicle body slip. Based on the longitudinal attitude angle calculation method, the longitudinal attitude angle κ1 is obtained by assigning a corresponding longitudinal attitude angle calculation coefficient т1 to the vehicle body sideslip angle β. Where κ1 is the longitudinal attitude angle, т1 is the longitudinal attitude angle calculation coefficient, and β is the vehicle body slip angle. Based on the vehicle body roll angle σ collected by the vehicle body roll angle sensor in the lateral attitude angle collection unit, the vehicle body yaw angle Ф collected by the vehicle body yaw angle sensor, and the lateral attitude angle calculation coefficient т2, the value of т2 is determined by the current degree of vehicle roll and yaw, and the range is limited to 0 < т2 < 1. The smaller the value, the greater the current degree of vehicle body lateral yaw and roll, and vice versa, the more stable the current vehicle body is in lateral driving and the less the degree of vehicle body roll. Based on the lateral attitude angle calculation method, the vehicle body roll angle σ and vehicle body sway angle Ф are assigned corresponding lateral attitude angle calculation coefficients т2, and the lateral attitude angle κ2 is calculated. Wherein, κ2 is the lateral attitude angle, т2 is the lateral attitude angle solution coefficient, σ is the vehicle body roll angle, and Ф is the vehicle body sway angle. The vehicle body roll angle σ and the vehicle body sway angle Ф should be considered to be in the same plane when solving the lateral attitude angle κ2. Based on the vehicle pitch angle δ collected by the vehicle pitch angle sensor in the jump attitude angle collection unit, the jump attitude angle calculation coefficient т3 is determined. The value of т3 is determined by the current pitch degree of the vehicle and is limited to 0 < т3 < 1. The smaller the value, the more obvious the vertical jump of the vehicle and the greater the pitch degree. Conversely, the larger the value, the more stable the vertical driving of the vehicle and the smaller the pitch degree. Based on the jump attitude angle calculation method, the corresponding jump attitude angle calculation coefficient т3 is assigned to the vehicle pitch angle δ, and the jump attitude angle κ3 is calculated. Where κ3 is the jump attitude angle, т3 is the jump attitude angle solution coefficient, and δ is the vehicle pitch angle.

3. The vehicle steering assist active adjustment control system according to claim 2, characterized in that, The vehicle driving attitude angle calculation unit completes the preliminary calculation of the longitudinal attitude angle κ1, the lateral attitude angle κ2, and the jump attitude angle κ3, and designs the vehicle attitude multivariate matrix solution function: Where κ1 is the longitudinal attitude angle, κ2 is the lateral attitude angle, κ3 is the jump attitude angle, β is the vehicle body sideslip angle, σ is the vehicle body roll angle, Ф is the vehicle body sway angle, δ is the vehicle body pitch angle, β0 is the vehicle body sideslip angle vector, σ0 is the vehicle body roll angle vector, Ф0 is the vehicle body sway angle vector, and δ0 is the vehicle body pitch angle vector. Here, the vectorization of angles is to assign the direction of the function. The function matrix is ​​stated, and then mathematical operations are performed to obtain the current vehicle driving attitude angle matrix state kc. The steps are as follows: Step 1. Function matrix morphing: Step 2. Perform mathematical calculations using attitude angle solution coefficients: Where Q is the matrix form of the attitude angle calculation coefficients, т1 is the longitudinal attitude angle calculation coefficient, т2 is the lateral attitude angle calculation coefficient, and т3 is the jump attitude angle calculation coefficient. Obtain the vehicle driving attitude angle matrix state in, 4. The vehicle steering assist active adjustment control system according to claim 3, characterized in that, The vehicle driving attitude angle calculation unit uses the vehicle body attitude multivariate state matrix calculation function to obtain the matrix state vehicle driving attitude angle. Mathematical processing is required on the current vehicle driving attitude angle to evaluate the current driving attitude of the vehicle. The attitude angle threshold differentiation weight coefficient γ can be designed to handle the current vehicle driving attitude angle matrix state kc: kc=[h1(k) h2(k) h3(k) h4(k)] T , Based on the attitude angle threshold partitioning calculation method, the vehicle driving attitude angle in the current matrix state is assigned an attitude angle threshold partitioning calculation weight coefficient γ: λ=γ*kc, Where γ is the weighting coefficient for attitude angle threshold partitioning. The attitude angle evaluation factor λ is calculated and used to evaluate the current driving attitude of the vehicle.

5. A vehicle steering assist active adjustment control system according to claim 3, characterized in that, The magnitude of the attitude angle evaluation factor λ obtained by the vehicle driving attitude angle calculation unit determines the stability of the current vehicle driving attitude. The attitude angle evaluation factor λ ranges from 0 to 1. The larger the attitude angle evaluation factor λ value, the more unstable the current vehicle driving attitude is, that is, the greater the probability of a dangerous driving accident. The attitude angle evaluation factor λ is defined as follows: λ values ​​of 0 < λ ≤ 0.3 are defined as interval 1; λ values ​​of 0.3 < λ ≤ 0.6 are defined as interval 2; λ values ​​of 0.6 < λ ≤ 0.9 are defined as interval 3; and λ values ​​of 0.9 < λ < 1 are defined as interval 4. Considering that the occurrence of interval 4 is a dangerous driving condition, emergency vehicle alarm adjustment measures should be taken to make the vehicle cooperate with the braking system for a short time, while adjusting the suspension and increasing the steering assist until the driving posture is stable, and the attitude angle evaluation factor λ value is reduced to within interval 1 to 3 to prevent vehicle instability.

6. The vehicle steering assist active adjustment control system according to claim 1, characterized in that, The steering assist mode switching control unit includes: driving posture safety mode, driving posture comfort mode, driving posture sport mode, and the posture angle evaluation factor λ value corresponds to different current vehicle driving postures in different ranges, and the required steering assist is different. The current vehicle is in different modes based on the magnitude of the attitude angle evaluation factor λ. The degree of steering assist correction control required for different modes is different. The attitude transition control factor χ is different for different attitudes. Then, the attitude transition control factor χ adapted to the current vehicle driving state is obtained and used to input the steering assist correction control unit to correct the steering assist in the current driving attitude mode. The steering assist correction control unit uses proportional and integral closed-loop feedback control to linearly adjust the steering assist, while controlling the attitude transition control factor χ to ensure that the vehicle's current driving mode receives appropriate steering assist.

7. A vehicle steering assist active adjustment control system according to claim 6, characterized in that, The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 3. The steering assist mode switching control unit adopts the driving posture motion mode to make a judgment on the current vehicle driving posture. If the value of λ is in the range of 3, and the longitudinal attitude angle κ1 is 0.7 < κ1 < 1, then the vehicle is determined to be in a large sideslip attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle body sideslip angle β collected by the longitudinal attitude angle collection unit in the vehicle driving attitude angle collection unit. β The steering assist control is adjusted to reduce the degree of body roll and stabilize the longitudinal driving posture of the vehicle. The steering assist correction control unit is designed with a longitudinal attitude transition control factor to obtain the steering assist required to correct the longitudinal attitude stability of the vehicle. Where, χ β β0 is the longitudinal attitude transformation control factor, and β0 is the vehicle body sideslip angle vector. т1 is the matrix state of the multivariate state matrix solution function for vehicle attitude, and т1 is the longitudinal attitude angle solution coefficient; The design of a longitudinal steering assist controller based on linear adjustment of large sideslip attitude can be transformed into the following optimization problem based on proportional and integral control allocation: Where, χ β τ is the longitudinal attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the longitudinal attitude transformation control factor. y To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F y =[F y1 F y2 F y3 F y4 [This refers to the longitudinal force vector of the tire;] If the lateral attitude angle κ2 value is 0.7 < κ2 < 1, then the vehicle is determined to be in a large yaw attitude. The current lateral attitude transition control factor χ is calculated from the vehicle body roll angle σ and vehicle body sway angle Ф collected by the lateral attitude angle collection unit in the vehicle driving attitude angle collection unit. Ф The steering assist control is adjusted to reduce the lateral sway and roll of the vehicle body and stabilize the vehicle's lateral driving posture. The steering assist correction control unit is designed with a lateral attitude transition control factor to obtain the steering assist required to correct the lateral attitude stability of the vehicle. Where, χ Ф Here, σ0 is the lateral attitude transition control factor, σ0 is the vehicle body roll angle vector, and Ф0 is the vehicle body sway angle vector. т2 is the matrix state of the multivariate state matrix solution function for vehicle attitude, and т2 is the lateral attitude angle solution coefficient; The design of a lateral steering assist controller based on linear adjustment of yaw attitude can be transformed into the following optimization problem based on proportional and integral control allocation: Where, χ Ф τ is the lateral attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the lateral attitude transformation control factor. x To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F x =[F x1 F x2 F x3 F x4 [ ] represents the lateral force vector; If the jump attitude angle κ3 value is 0.7 < κ3 < 1, then the vehicle is determined to be in a large pitch attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle pitch angle δ collected by the jump attitude angle collection unit in the vehicle driving attitude angle collection unit. δ Adjusting the steering assist control correction to reduce vehicle pitch and stabilize the vehicle's vertical driving posture; The steering assist correction control unit is designed with a jump attitude transition control factor to obtain the steering assist required to correct the vertical attitude stability of the vehicle. Where, χ δ δ0 is the control factor for jump attitude transition, and δ0 is the vehicle pitch angle vector. т3 represents the matrix state of the multivariate state matrix solution function for vehicle attitude, and т3 represents the coefficients for solving the jump attitude angle. The design of a vertical steering assist controller based on linear adjustment of pitch attitude can be transformed into the following optimization problem based on proportional and integral control allocation: Where, χ δ τ is the jump attitude transition control factor, Q is the matrix form of the attitude angle solution coefficients, and τ is the attitude angle control factor. z To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F z =[F z1 F z2 F z3 F z4 [ ] represents the vertical force vector.

8. A vehicle steering assist active adjustment control system according to claim 6, characterized in that, The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 2. The steering assist mode switching control unit adopts a driving posture comfort mode and makes a judgment on the current vehicle driving posture. If the longitudinal attitude angle κ1 value is 0.4≤κ1≤0.7 at this time, it is determined that the current vehicle is in a mid-side slip attitude. The current longitudinal attitude transition control factor χ is calculated from the vehicle body side slip angle β collected by the longitudinal attitude angle collection unit in the vehicle driving attitude angle collection unit. β At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ, so as to reduce the degree of body roll and stabilize the longitudinal driving posture of the body. Design a longitudinal steering assist controller based on linear adjustment of mid-side yaw attitude. The control allocation problem based on the proportional and integral of mid-side yaw attitude can be transformed into the optimization problem of the relevant attitude angle evaluation factor λ: When 0.4≤λ≤0.55: When 0.55 < λ ≤ 0.7: Where λ is the attitude angle evaluation factor, and χ β τ is the longitudinal attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the longitudinal attitude transformation control factor. y To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F y =[F y1 F y2 F y3 F y4 [This refers to the longitudinal force vector of the tire;] If the lateral attitude angle κ2 value is 0.4≤κ2≤0.7 at this time, it is determined that the current vehicle is in a mid-yaw attitude. The current lateral attitude transition control factor χ is calculated from the vehicle body roll angle σ and vehicle body sway angle Ф collected by the lateral attitude angle collection unit in the vehicle driving attitude angle collection unit. Ф At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ to reduce the lateral sway and roll of the vehicle body and stabilize the lateral driving posture of the vehicle body. Design a lateral steering assist controller based on linear adjustment of mid-yaw attitude. The control allocation problem based on the proportional and integral of mid-yaw attitude can be transformed into the optimization problem of the relevant attitude angle evaluation factor λ: When 0.4≤λ≤0.55: When 0.55 < λ ≤ 0.7: Where λ is the attitude angle evaluation factor, and χ Ф τ is the lateral attitude transformation control factor, Q is the matrix form of the attitude angle calculation coefficients, and τ is the lateral attitude transformation control factor. x To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F x =[F x1 F x2 F x3 F x4 [ ] represents the lateral force vector; If the jump attitude angle κ3 value is 0.4≤κ3≤0.7 at this time, it is determined that the current vehicle is in a mid-pitch attitude. The current jump attitude transition control factor χ is calculated from the vehicle pitch angle δ collected by the jump attitude angle collection unit in the vehicle driving attitude angle collection unit. δ At this point, the steering assist needs to be corrected based on the value of the attitude angle evaluation factor λ, so as to reduce the pitch of the vehicle body and stabilize the vertical driving posture of the vehicle body. The design of a vertical steering assist controller based on linear adjustment of mid-pitch attitude can be transformed into an optimization problem of the relevant attitude angle evaluation factor λ, based on the proportional and integral control allocation problem of mid-pitch attitude: When 0.4≤λ≤0.55: When 0.55 < λ ≤ 0.7: Where λ is the attitude angle evaluation factor, and χ δ τ is the jump attitude transition control factor, Q is the matrix form of the attitude angle solution coefficients, and τ is the attitude angle control factor. z To correct the steering assist, kc is the vehicle driving attitude angle matrix state, F z =[F z1 F z2 F z3 F z4 [ ] represents the vertical force vector.

9. A vehicle steering assist active adjustment control system according to claim 1, characterized in that, The vehicle driving posture angle calculation unit obtains an attitude angle evaluation factor λ value that is within the range of 1. The steering assist mode switching control unit adopts a driving posture safety mode and makes a judgment on the current vehicle driving posture. If the longitudinal attitude angle κ1 value is 0 < κ1 < 0.4, then the vehicle is determined to be in a small sideslip attitude. At this time, the vehicle is in a safe driving state and the longitudinal driving attitude is stable. If the lateral attitude angle κ2 value is 0 < κ2 < 0.4, then the vehicle is determined to be in a small yaw attitude. At this time, the vehicle is in a safe driving state and the lateral driving attitude is stable. If the jump attitude angle κ3 value is 0 < κ3 < 0.4, then the vehicle is determined to be in a small pitch attitude. At this time, the vehicle is in a safe driving state and the jump driving attitude is stable.

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