Vehicle roll control method, device and equipment and storage medium

Abstract

The invention discloses a vehicle roll control method, device and equipment and a storage medium, relates to the technical field of vehicle roll control, and discloses a vehicle roll control method which comprises the steps that the current vehicle speed and the preset moment are obtained; when it is detected that the vehicle meets the roll control condition, the road curvature is calculated based on the preset moment, and the turning radius is obtained according to the road curvature; according to the roll control condition, the current vehicle speed and the turning radius, a target damping coefficient and / or a target suspension height are / is obtained; and according to the target damping coefficient and / or the target suspension height, the suspension damping and / or the suspension height of the vehicle are / is adjusted, and heeling control over the vehicle is completed. By calculating the road curvature and adjusting the suspension damping / height, vehicle roll control is achieved, and the driving stability is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle roll control, and in particular to a vehicle roll control method, device, equipment and storage medium. Background Art

[0002] Vehicles are prone to body roll during driving, especially in extreme conditions such as high-speed turns and emergency obstacle avoidance. Excessive roll can lead to reduced vehicle stability and may even cause the risk of rollover. Since the autonomous driving system needs to cope with a variety of complex road conditions, vehicle roll is more severe for autonomous driving vehicles. With the development of autonomous driving technology, higher requirements are placed on the high-speed cornering performance of autonomous driving systems, striving to cover all driving scenarios. In some dangerous scenarios, the autonomous driving system will control the vehicle to make large-scale steering avoidances, which also places higher requirements on the vehicle's handling stability.

[0003] The traditional passive suspension system used to control roll is based on a fixed damping and suspension height design and cannot dynamically adapt to different driving scenarios. It can easily lead to excessive roll when taking high-speed turns or avoiding obstacles in an emergency, posing a potential safety hazard.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of this application is to provide a vehicle roll control method, device, equipment and storage medium, aiming to solve the technical problem that it is difficult to perform efficient and real-time dynamic optimization of suspension parameters, resulting in the inability to effectively suppress roll under complex working conditions.

[0006] To achieve the above object, the present application proposes a vehicle roll control method, the method comprising:

[0007] Get the current vehicle speed and preset time;

[0008] When it is detected that the vehicle meets the roll control condition, the road curvature is calculated based on the preset time, and the turning radius is obtained according to the road curvature;

[0009] Obtaining a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed, and the turning radius;

[0010] According to the target damping coefficient and / or the target suspension height, the suspension damping and / or the suspension height of the vehicle are adjusted to complete the roll control of the vehicle.

[0011] In one embodiment, when it is detected that the vehicle meets the roll control condition, the step of calculating the road curvature based on the preset time and obtaining the turning radius according to the road curvature includes:

[0012] When it is detected that the roll control condition is met, the current driving road information is obtained;

[0013] Determine a lane line equation coefficient according to the current driving road information;

[0014] Calculating the road curvature according to the lane line equation coefficient and the preset time;

[0015] The turning radius is obtained according to the road curvature.

[0016] In one embodiment, the step of calculating the road curvature according to the lane line equation coefficient and the preset time includes:

[0017] Calculating the lateral speed and lateral acceleration according to the lane line equation coefficient and the preset time;

[0018] A road curvature is calculated based on the lateral velocity and the lateral acceleration.

[0019] In one embodiment, the step of obtaining a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed and the turning radius comprises:

[0020] According to the roll control condition, selecting and obtaining a target damping coefficient and / or a target suspension height;

[0021] When selecting to obtain the target damping coefficient, obtaining the target damping coefficient in a vehicle speed turning radius damping coefficient mapping table according to the current vehicle speed and the turning radius;

[0022] When the target suspension height is selected, the target suspension height is obtained in a vehicle speed turning radius suspension height mapping table according to the current vehicle speed and the turning radius.

[0023] In one embodiment, the step of selecting and obtaining a target damping coefficient and / or a target suspension height according to the roll control condition comprises:

[0024] When the first roll control condition is met, selecting to obtain a target suspension height;

[0025] When the second roll control condition is met, selecting to obtain a target damping coefficient;

[0026] When the first roll control condition and the second roll control condition are satisfied, the target suspension height and the target damping coefficient are acquired.

[0027] In one embodiment, when selecting to obtain the target damping coefficient, before the step of obtaining the target damping coefficient in the vehicle speed turning radius damping coefficient mapping table according to the current vehicle speed and the turning radius, the step further includes:

[0028] According to different combinations of vehicle speed and turning radius, a preset damping coefficient is obtained;

[0029] Recording the preset damping coefficient, and establishing a mapping relationship between the vehicle speed and the turning radius corresponding to the preset damping coefficient, to generate a vehicle speed turning radius damping coefficient mapping table;

[0030] According to different combinations of vehicle speed and turning radius, the preset suspension height is obtained;

[0031] The preset suspension height is recorded, and a mapping relationship is established between the vehicle speed and the turning radius corresponding to the preset suspension height to generate a vehicle speed turning radius suspension height mapping table.

[0032] In one embodiment, before the step of calculating the road curvature based on the preset time when detecting that the vehicle meets the roll control condition, and obtaining the turning radius according to the road curvature, the method further includes:

[0033] Obtaining the vehicle's road information, current suspension height, current damping coefficient, suspension height threshold, and damping coefficient threshold;

[0034] When the to-be-traveled road information is a turn, a third roll control condition is satisfied;

[0035] When the third roll control condition is met, determining whether the current suspension height is greater than the suspension height and whether the current damping coefficient is greater than the damping coefficient threshold;

[0036] When it is determined that the current suspension height is greater than the suspension height, a first roll control condition is satisfied;

[0037] When determining whether the current damping coefficient is greater than the damping coefficient threshold, a second roll control condition is satisfied;

[0038] When the first roll control condition or the second roll control condition is satisfied, the roll control condition is satisfied, and the first roll control condition and / or the second roll control condition is used as the roll control condition.

[0039] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle roll control device, the vehicle roll control device comprising: an acquisition module, used to acquire the current vehicle speed and a preset time;

[0040] A calculation module, configured to calculate the road curvature based on the preset time when it is detected that the vehicle meets the roll control condition, and obtain a turning radius according to the road curvature;

[0041] An obtaining module, configured to obtain a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed and the turning radius;

[0042] The control module is used to adjust the suspension damping and / or suspension height of the vehicle according to the target damping coefficient and / or the target suspension height to complete the roll control of the vehicle.

[0043] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle roll control device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the vehicle roll control method as described above.

[0044] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle roll control method as described above are implemented.

[0045] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle roll control method as described above are implemented.

[0046] One or more technical solutions proposed in this application have at least the following technical effects:

[0047] By adopting multi-dimensional mapping technology, with vehicle speed, turning radius, damping coefficient and suspension height as core parameters, combined with real-time calculated road curvature and turning radius, after detecting that the vehicle meets the roll control conditions, the target damping coefficient and suspension height can be accurately calculated. This comprehensive parameter optimization method overcomes the problem of insufficient suspension adjustment accuracy caused by single parameter control in the existing technology, and solves the problem of suspension control lag in the existing technology through advance prediction and dynamic adjustment, thereby achieving higher vehicle handling stability and roll suppression effect under complex working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0049] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0050] Figure 1 A schematic diagram of a flow chart of a first embodiment of a roll control method for a vehicle of the present application;

[0051] Figure 2 A schematic diagram of a flow chart of a second embodiment of a roll control method for a vehicle of the present application;

[0052] Figure 3 A schematic diagram of a brief flow chart of a vehicle roll control method provided in Embodiment 2 of the present application;

[0053] Figure 4 This is a schematic diagram of the module structure of the roll control device of the vehicle in the embodiment of the present application;

[0054] Figure 5 It is a schematic diagram of the device structure of the hardware operating environment involved in the vehicle roll control method in the embodiment of the present application.

[0055] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0056] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0057] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0058] The main solution of the embodiment of the present application is: obtaining the current vehicle speed and the preset time;

[0059] When it is detected that the vehicle meets the roll control condition, the road curvature is calculated based on the preset time, and the turning radius is obtained according to the road curvature;

[0060] Obtaining a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed, and the turning radius;

[0061] According to the target damping coefficient and / or the target suspension height, the suspension damping and / or the suspension height of the vehicle are adjusted to complete the roll control of the vehicle.

[0062] In this embodiment, for the convenience of description, the following description is made by taking the identification of the roll control device of the vehicle as the execution subject.

[0063] Since it is difficult for the existing technology to perform efficient and real-time dynamic optimization of suspension parameters, roll cannot be effectively suppressed under complex working conditions. This application provides a solution. By adopting multi-dimensional mapping technology, with vehicle speed, turning radius, damping coefficient and suspension height as core parameters, combined with real-time calculated road curvature and turning radius, after detecting that the vehicle meets the roll control conditions, the target damping coefficient and suspension height can be accurately calculated. Through this comprehensive parameter optimization method, the problem of insufficient suspension adjustment accuracy caused by single parameter control in the existing technology is overcome. At the same time, through advance prediction and dynamic adjustment, the problem of suspension control lag in the existing technology is solved, thereby achieving higher vehicle handling stability and roll suppression effect under complex working conditions.

[0064] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a vehicle roll control device, etc. The following takes the vehicle roll control device as an example to illustrate this embodiment and the following embodiments.

[0065] Based on this, the present application embodiment provides a vehicle roll control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle roll control method of the present application.

[0066] In this embodiment, the vehicle roll control method includes steps S10 to S40:

[0067] Step S10, obtaining the current vehicle speed and preset time;

[0068] It should be noted that the current vehicle speed refers to the real-time speed of the vehicle at a certain moment, and the current vehicle speed reflects the speed of the vehicle moving in the direction of travel at that moment. The current vehicle speed data can come from the vehicle speed sensor or vehicle network. The speed sensor is generally located on the wheel or gearbox, and the actual speed of the vehicle is calculated electronically based on the rotation rate of the tire.

[0069] In addition, the preset time is a time parameter, which is used to indicate a time interval calculated from the current time to the future. In this embodiment, the preset time is 0.6s.

[0070] It is understandable that curvature is a geometric quantity that describes the degree of curvature of a curve. In the vehicle's driving path, curvature reflects the degree of curvature of the road. The larger the curvature, the sharper the curve, and the smaller the curvature, the gentler the curve or even a straight line. In autonomous driving or trajectory planning, the preset moment refers to a specific reference moment. The reference moment can correspond to the position at a certain moment on the driving curve. It refers to a point in the predicted path, which is used to infer the state of the vehicle at a certain moment or position in the future. By predicting the future state at the preset moment, the suspension and damping of the vehicle can be adjusted more calmly to ensure stability in the curve.

[0071] Step S20, when it is detected that the vehicle meets the roll control condition, calculating the road curvature based on the preset time, and obtaining the turning radius according to the road curvature;

[0072] It should be noted that the roll control condition means that the roll control condition is met when the vehicle, in the current state, reaches or exceeds the preset conditions for triggering the roll control system. These conditions are the judgment criteria for the dangerous roll situation that may occur when the vehicle is turning or driving at high speed. Road curvature is a geometric quantity that measures the degree of curvature of the road, and is usually used to describe the curve characteristics of the road at a certain point. The greater the curvature, the sharper the curve. The turning radius is another way to characterize the degree of curvature of the road, indicating the radius of the arc trajectory of the vehicle in the current curve. The sharper the curve, the smaller the turning radius; the gentler the curve, the larger the turning radius, and the turning radius is the inverse of the curvature.

[0073] It is understandable that through the precise calculation of road curvature and turning radius, the system can optimize suspension parameters in different curves, reduce the risk of roll and improve ride comfort.

[0074] In a feasible implementation, step S20 may include steps S21 to S24:

[0075] Step S21, when it is detected that the roll control condition is met, the current driving road information is obtained;

[0076] It should be noted that the current driving road information represents the geometric data of the road on which the vehicle is currently driving, including but not limited to lane line shape, road curvature, slope and other information.

[0077] It is understood that when it is detected that the vehicle meets the roll control conditions, the information of the current road is immediately obtained through sensors, cameras or high-precision maps. The information obtained usually includes but is not limited to the shape of the lane line, such as straight or curved, the width of the road, whether the road has a curve, and the specific location of the curve. For example, it is detected that the vehicle is currently in a curve that turns sharply to the left, and the location information of the lane line is obtained through the camera. These data will then be used to calculate the coefficients of the lane line equation.

[0078] Step S22, determining a lane line equation coefficient according to the current driving road information;

[0079] It should be noted that the lane line equation is a mathematical representation of the lane line, usually in the form of a polynomial. The lane line equation coefficients are the parameters in the polynomial equation.

[0080] It is understandable that the equation coefficients of the lane line can be calculated based on the road information obtained in step S21 using an image processing algorithm or other fitting techniques. The lane line equation is as follows:

[0081] y(x)=C0+C1*x+C2*x 2 +C3*x 3 +C4*x 4 +C5*x 5 (Formula 1)

[0082] Where x is the horizontal coordinate of the path, and C0, C1, C2, C3, C4, and C5 are the lane line equation coefficients.

[0083] Step S23, calculating the road curvature according to the lane line equation coefficient and the preset time;

[0084] It should be noted that road curvature is a geometric quantity that reflects the degree of road curvature. The greater the curvature, the sharper the curve; the smaller the curvature, the gentler the curve.

[0085] In a feasible implementation, step S23 may include steps S231 to S232:

[0086] Step S231, calculating the lateral speed and lateral acceleration according to the lane line equation coefficient and the preset time;

[0087] It should be noted that lateral velocity refers to the velocity component of the vehicle in the lateral direction of the road, reflecting the lateral movement speed of the vehicle on the road. Lateral acceleration refers to the acceleration component of the vehicle in the lateral direction, reflecting the rate of change of the lateral movement of the vehicle. It is directly related to the curvature of the road and the speed of the vehicle. The calculation of lateral velocity is as follows:

[0088]

[0089] Where x is the horizontal coordinate of the path, C1, C2, C3, C4 and C5 are the lane equation coefficients, is the lateral speed.

[0090] The lateral acceleration is calculated as follows:

[0091]

[0092] Where x is the horizontal coordinate of the path, C2, C3, C4 and C5 are the lane equation coefficients, is the lateral acceleration.

[0093] Step S232: calculating the road curvature according to the lateral velocity and the lateral acceleration.

[0094] It is understandable that after calculating the lateral velocity and lateral acceleration of the vehicle, the lateral velocity and lateral acceleration can be used to calculate the curvature of the road. The curvature is determined by the proportional relationship between the lateral acceleration and the lateral velocity. For example, the curvature can be obtained by analyzing the movement trend of the vehicle in the lateral direction. Assuming that the lateral velocity is 0.9m / s and the lateral acceleration is 0.72m / s2, the road curvature represents the degree of curvature of the vehicle at the current road point. Based on this result, it can be judged whether the road is a sharp bend or a gentle bend, and then provide input for suspension and damping adjustment. The calculation of road curvature is as follows:

[0095]

[0096] In the formula, is the lateral velocity, is the lateral acceleration, and K is the road curvature.

[0097] Step S24, obtaining a turning radius according to the road curvature.

[0098] It should be noted that the turning radius is a geometric reflection of the road curvature. It indicates the distance from the center of the curve to the center of the road. The unit is usually meters. It describes the steepness of the road curve and is the core parameter for controlling the dynamic adjustment of the vehicle.

[0099] Step S30, obtaining a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed and the turning radius;

[0100] It should be noted that the target damping coefficient and target suspension height are optimized values ​​calculated by analyzing the roll control conditions, vehicle speed and turning radius, and are used to guide the actual suspension adjustment operation of the vehicle. The target damping coefficient determines the dynamic response strength of the suspension, and the target suspension height determines the center of gravity distribution and ride stability of the vehicle. The damping coefficient determines the suspension's ability to suppress vehicle roll. By looking up the table, the optimal damping value under the current vehicle speed and turning radius conditions can be quickly found to optimize the dynamic stability of the vehicle. The suspension height directly affects the center of gravity position and comfort of the vehicle. By adjusting the suspension height, the roll force can be effectively dispersed, the risk of rollover can be reduced, and the ride experience can be improved.

[0101] It is understandable that when it is detected that the vehicle meets the roll control conditions, the target parameters are calculated using the current vehicle speed and turning radius as inputs.

[0102] Step S40: adjusting the suspension damping and / or suspension height of the vehicle according to the target damping coefficient and / or the target suspension height to complete the roll control of the vehicle.

[0103] It should be noted that the five-degree-of-freedom vehicle dynamics model established within the autonomous driving system is as follows:

[0104]

[0105] Where m is the vehicle mass; v x is the vehicle longitudinal velocity; is the first-order derivative of the center of mass sideslip angle; m s is the sprung mass; h is the distance from the center of mass of the sprung mass to the roll center; is the car body roll angular velocity; β is the center of mass side slip angle; C f is the front axle cornering stiffness; C r is the rear axle lateral stiffness; l r is the distance from the center of mass of the vehicle to the center of the rear axle; l f is the distance from the center of mass of the vehicle to the center of the front axle; ψ is the yaw angle, is the yaw angular velocity; δ f is the front wheel turning angle; is the car body roll angle; is the unsprung mass roll angle; is the unsprung mass roll angular velocity; g is the gravitational acceleration; I XX is the roll moment of inertia; I XZ is the yaw-roll moment of inertia; k s is the suspension roll stiffness; b s is the suspension damping coefficient.

[0106] According to formula (5), the angular velocity of the car body roll is proportional to the yaw rate of the vehicle, that is, under given conditions, the greater the yaw rate, the greater the vehicle roll, which directly affects the vehicle's high-speed cornering ability. According to formula (6), the angular velocity of the car body roll is inversely proportional to the vehicle's suspension damping coefficient, that is, under given conditions, the greater the damping coefficient, the smaller the vehicle roll, and the vehicle can obtain higher cornering ability.

[0107] On the other hand, when the vehicle turns, the load will be transferred to the outside. The simplified weight transfer formula is as follows:

[0108]

[0109] Where M T is the transferred weight, a is the lateral acceleration, H is the center height, and L is the wheelbase.

[0110] From formula (7), it can be obtained that under given conditions H and L, when the vehicle is turning, the greater the lateral acceleration, the greater the load transfer, the greater the outer suspension travel relative to the inner suspension compression, and the body plane of the vehicle flips outward when the vehicle is turning at high speed.

[0111] On the other hand, the yaw rate at the preset time, that is, x=x0, can be calculated. Simplifying the assumption that the vehicle moves approximately in a circle along the curvature K at x=x0, the following equation 8 can be obtained:

[0112]

[0113] In the formula, v x is the velocity at x0, K is the curvature, is the yaw angular velocity.

[0114] Calculate the lateral acceleration a at x = x0, simplify the assumption that the car moves approximately in a circle along the curvature K at x = x0, and get the following equation 9:

[0115] a=v x 2 *K (Formula 9)

[0116] In the formula, v x is the velocity at x0, K is the curvature, and a is the acceleration.

[0117] From Equations 5 to 9, it can be concluded that at a given vehicle speed and curve radius, the greater the suspension damping, the higher the handling stability can be; at a given vehicle speed and curve radius, the vehicle load is transferred to the outside, and the ride comfort can be improved by controlling the suspension height on the transfer side.

[0118] It is understandable that after the target damping coefficient and target suspension height are calculated, the suspension damping and suspension height of the vehicle are actually adjusted according to the target parameters to complete the roll control. Specifically, the target damping coefficient is first compared with the current damping coefficient, for example, the current damping coefficient is 0.4, and the target damping coefficient is 0.45. If the current damping coefficient is lower than the target value, a command is sent to the damping adjustment device to gradually increase the damping coefficient to the target value of 0.45, thereby improving the anti-roll capability of the suspension. At the same time, the difference between the current suspension height and the target suspension height is checked. For example, the current height of the left front wheel is 0 cm, and the target height is -3 cm. A command is issued to the air suspension adjustment system to reduce the suspension height of the left front wheel by 3 cm, and at the same time adjust the right front wheel to the target value +4 cm to ensure that the center of gravity distribution of the vehicle is more balanced. All adjustments are completed through the suspension control module, and the real-time feedback data during the adjustment process is continuously monitored to ensure that the adjustment reaches the target value. After completing the adjustment of the damping coefficient and suspension height, the vehicle's performance in roll control can be further evaluated to confirm that the vehicle's stability in the current curve or dynamic conditions has been improved, thereby completing roll control.

[0119] The present embodiment provides a vehicle roll control method, which solves the problem of dangerous roll that may occur when the vehicle is turning or driving at high speed, and achieves the beneficial effect of improving the vehicle's driving stability and ride comfort by acquiring the vehicle speed and preset time in real time, calculating the road curvature and turning radius, and combining a vehicle speed turning radius damping coefficient mapping table and a vehicle speed turning radius suspension height mapping table to dynamically adjust the vehicle's suspension damping and height.

[0120] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 2 The step S30 of the vehicle roll control method includes steps S31 to S33:

[0121] Step S31, selecting and obtaining a target damping coefficient and / or a target suspension height according to the roll control condition;

[0122] It is understandable that after detecting that the vehicle meets the roll control conditions, it is first analyzed whether the suspension damping coefficient, suspension height, or both need to be adjusted at the moment. The risk characteristics of the vehicle are judged according to the current roll control conditions. For example, in a sharp bend, the damping coefficient and suspension height may need to be adjusted at the same time, while in a high-speed straight road, only the damping coefficient may need to be adjusted.

[0123] In a feasible implementation, step S31 may include steps S311 to S313:

[0124] Step S311, when the first roll control condition is met, selecting to obtain a target suspension height;

[0125] It should be noted that the first roll control condition is a trigger condition for determining whether the suspension height needs to be adjusted. Exemplarily, the first roll control condition is met when the current suspension height exceeds a preset threshold or the vehicle enters a sharp curve.

[0126] For example, the vehicle is currently traveling at a speed of 80 km / h in a curve with a turning radius of 50 meters. The system detects that the outer suspension height exceeds the threshold, such as 12 cm, which is greater than the set threshold of 10 cm, and satisfies the first roll control condition. Subsequently, the suspension height adjustment process is selected to optimize the center of gravity distribution of the vehicle in the curve through the target suspension height.

[0127] Step S312, when the second roll control condition is met, selecting to obtain a target damping coefficient;

[0128] It should be noted that the second roll control condition is a trigger condition for determining whether the damping coefficient needs to be adjusted. Exemplarily, when the current damping coefficient exceeds or is lower than a preset threshold, the second roll control condition is satisfied.

[0129] Step S313: when the first roll control condition and the second roll control condition are met, obtaining the target suspension height and the target damping coefficient.

[0130] It can be understood that when the vehicle satisfies the first roll control condition and the second roll control condition at the same time, the roll risk is high, and the target suspension height and the target damping coefficient are obtained at the same time, and the two parameters are adjusted at the same time.

[0131] In a feasible implementation manner, before step S32, steps S316 to S319 are also included:

[0132] Step S316, obtaining a preset damping coefficient according to different combinations of vehicle speeds and turning radii;

[0133] It should be noted that the preset damping coefficient represents a theoretical damping value calculated based on vehicle characteristics and dynamic conditions, and is used to optimize the vehicle's roll suppression capability.

[0134] It is understandable that, based on different combinations of vehicle speeds and turning radii, the preset damping coefficient can be obtained through experimental calibration or theoretical calculation methods.

[0135] Step S317, recording the preset damping coefficient, and establishing a mapping relationship between the vehicle speed and the turning radius corresponding to the preset damping coefficient, to generate a vehicle speed turning radius damping coefficient mapping table;

[0136] It can be understood that a mapping relationship is established between the preset damping coefficient obtained in step S316 and the corresponding vehicle speed and turning radius. That is, under the condition of a given vehicle speed and radius, the damping coefficient of the suspension at different vehicle speeds and curve radii is calibrated for the actual vehicle to obtain the best combination of handling stability and comfort. The actual vehicle can select different combinations of vehicle speeds and curve radii for calibration, where the damping coefficient of each wheel suspension is selected according to the actual vehicle characteristics in this embodiment. The vehicle speed turning radius damping coefficient mapping table is as follows Table 1:

[0137] Table 1:

[0138]

[0139] Step S318, obtaining a preset suspension height according to different combinations of vehicle speed and turning radius;

[0140] It should be noted that the preset suspension height represents a suspension height adjustment value obtained through theoretical calculation or experimental calibration based on the dynamic working condition of the vehicle.

[0141] It can be understood that after determining the suspension damping value in Table 1, under the conditions of the same vehicle speed, curve radius, and suspension damping, the best combination of better handling and comfort can be obtained by calibrating the suspension height value.

[0142] Step S319, recording the preset suspension height, and constructing a mapping relationship between the vehicle speed and turning radius corresponding to the preset suspension height, to generate a vehicle speed turning radius suspension height mapping table.

[0143] It is understandable that the actual vehicle can select different combinations of vehicle speed and curve radius for calibration, wherein the height of each wheel suspension is selected according to the actual vehicle characteristics in this embodiment between -5cm and +5cm. The vehicle speed turning radius suspension height mapping table is as follows Table 2:

[0144] Table 2:

[0145]

[0146] Step S32, when selecting to obtain the target damping coefficient, obtaining the target damping coefficient in a vehicle speed turning radius damping coefficient mapping table according to the current vehicle speed and the turning radius;

[0147] It should be noted that the speed turning radius damping coefficient mapping table is a three-dimensional relationship table that records the optimal damping coefficients corresponding to different vehicle speeds and turning radii. The damping coefficient determines the suspension's ability to suppress vehicle roll. By looking up the table, the optimal damping value under the current vehicle speed and turning radius can be quickly found to optimize the vehicle's dynamic stability.

[0148] It is understandable that when selecting to obtain the target damping coefficient, the current speed and turning radius of the vehicle can be combined to query the damping coefficient mapping table as input. For example, the current speed is 80km / h, the turning radius is 50 meters, and the system finds the target damping coefficient to be 0.45. The structure of the mapping table is usually obtained by calibration data or dynamic calculation, which can ensure that the damping coefficient found is suitable for the current driving conditions. After the query, the target value is then used to adjust the command output of the suspension damping.

[0149] Step S33, when selecting to obtain the target suspension height, obtaining the target suspension height in a vehicle speed turning radius suspension height mapping table according to the current vehicle speed and the turning radius.

[0150] It should be noted that the speed turning radius suspension height mapping is also a three-dimensional relationship table, which records the suspension height adjustment values ​​corresponding to different vehicle speeds and turning radii. The suspension height directly affects the center of gravity and comfort of the vehicle. By adjusting the suspension height, the roll force can be effectively dispersed, the risk of rollover can be reduced, and the riding experience can be improved.

[0151] It is understandable that when choosing to obtain the target suspension height, the current vehicle speed and turning radius of the vehicle can be queried in the speed turning radius suspension height mapping table. For example, the current vehicle speed is 80km / h, the turning radius is 50 meters, and the system finds that the left front wheel target height is -3cm, the right front wheel target height is +4cm, the left rear wheel target height is -2cm, and the right rear wheel target height is +3cm. The target suspension height ensures that the center of gravity of the vehicle is more reasonably distributed in the curve, reduces the roll amplitude, and improves the handling stability.

[0152] In a feasible implementation manner, step S20 may include steps S11 to S16:

[0153] Step S11, obtaining the vehicle's road information, current suspension height, current damping coefficient, suspension height threshold, and damping coefficient threshold;

[0154] It should be noted that the information of the road to be traveled refers to the characteristic data of the road that the vehicle is about to travel, including road type, such as straight roads, curves, curvatures, slopes, widths and other information. The current suspension height indicates the real-time height of the vehicle's suspension system, which is usually measured by sensors and is used to reflect the vertical distance between the wheels and the vehicle body. The current damping coefficient indicates the current damping value of the suspension system, reflecting the ability of the suspension to absorb vibrations. The suspension height threshold indicates the pre-set critical value of the suspension height, which is usually related to the dynamic performance requirements of the vehicle. The damping coefficient threshold indicates the pre-set critical value of the damping coefficient, which is used to determine whether the current damping is suitable for the current roll control requirements of the vehicle.

[0155] Step S12, when the to-be-traveled road information is a turn, a third roll control condition is satisfied;

[0156] It should be noted that the third roll control condition is a preliminary condition for determining whether the vehicle has a potential roll risk, based on the determination of whether the road to be traveled is a curve. In this embodiment, the information of the road to be traveled is analyzed, and when it is detected that the current road is a curve, the third roll control condition is met.

[0157] Step S13, when the third roll control condition is met, determining whether the current suspension height is greater than the suspension height and whether the current damping coefficient is greater than the damping coefficient threshold;

[0158] It is understandable that after the third roll control condition is met, it is necessary to determine in turn whether the current suspension height and damping coefficient exceed the preset threshold value.

[0159] Step S14, when it is determined that the current suspension height is greater than the suspension height, a first roll control condition is satisfied;

[0160] It should be noted that the first roll control condition represents a roll control trigger condition related to the suspension height, and this condition is met when the current suspension height exceeds a threshold.

[0161] It is understandable that after determining that the current suspension height is greater than the threshold, the first roll control condition is set to be satisfied. For example, when the current suspension height is 12 cm, which is greater than the threshold of 10 cm, it is determined that the suspension height needs to be adjusted, and the first roll control condition will be triggered.

[0162] Step S15, when determining whether the current damping coefficient is greater than the damping coefficient threshold, the second roll control condition is satisfied;

[0163] It should be noted that the second roll control condition represents a roll control trigger condition related to the damping coefficient, and this condition is met when the current damping coefficient exceeds a threshold.

[0164] It is understandable that after determining that the current damping coefficient is greater than the threshold, the second roll control condition is set to be satisfied. For example, when the current damping coefficient is 0.4, which is greater than the threshold 0.35, it is determined that the damping coefficient needs to be optimized, and the second roll control condition is triggered.

[0165] Step S16: When the first roll control condition or the second roll control condition is met, the roll control condition is met, and the first roll control condition and / or the second roll control condition is used as the roll control condition.

[0166] It is understandable that after judging the first roll control condition and the second roll control condition, if any one or both of them are satisfied, the system confirms that the roll control condition is satisfied. For example, if the current suspension height and damping coefficient both exceed the threshold, it is determined that the roll control condition is satisfied and enters the subsequent roll control stage.

[0167] This embodiment provides a vehicle roll control method, which solves the adaptability problem of the vehicle's roll control at different vehicle speeds and turning radii by dynamically selecting and adjusting the suspension damping coefficient and / or suspension height, thereby achieving the beneficial effects of optimizing the vehicle's roll suppression capability and improving ride comfort.

[0168] For example, in order to help understand the implementation process of the vehicle roll control method obtained by combining this embodiment with the above-mentioned embodiment 1, please refer to Figure 3 , Figure 3 A brief flow chart of a vehicle roll control method is provided, specifically:

[0169] The vehicle's sensors, high-precision maps, and vehicle networking communication modules provide road traffic information, which is input into the central computing unit of the autonomous driving system for processing. Based on the calculation results, the central computing unit generates two parameters: target height and target damping. Among them, the target height is transmitted to the suspension height adjustment controller, and then sent to the height adjustment actuator through the height adjustment command; the target damping is transmitted to the suspension damping adjustment controller, and sent to the damping adjustment actuator through the damping adjustment command, thereby realizing the dynamic optimization adjustment of the suspension height and damping.

[0170] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the roll control method of the vehicle of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0171] The present application also provides a vehicle roll control device, please refer to Figure 4 , the roll control device of the vehicle comprises:

[0172] An acquisition module 10 is used to acquire the current vehicle speed and a preset time;

[0173] A calculation module 20, configured to calculate the road curvature based on the preset time when it is detected that the vehicle meets the roll control condition, and obtain a turning radius according to the road curvature;

[0174] An obtaining module 30 is used to obtain a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed and the turning radius;

[0175] The control module 40 is used to adjust the suspension damping and / or suspension height of the vehicle according to the target damping coefficient and / or the target suspension height to achieve roll control of the vehicle.

[0176] The roll control device of the vehicle provided by the present application adopts the roll control method of the vehicle in the above embodiment, which can solve the technical problem that it is difficult to perform efficient and real-time dynamic optimization of suspension parameters, resulting in the inability to effectively suppress roll under complex working conditions. Compared with the prior art, the beneficial effects of the roll control device of the vehicle provided by the present application are the same as the beneficial effects of the roll control method of the vehicle provided by the above embodiment, and the other technical features of the roll control device of the vehicle are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0177] In one embodiment, the calculation module 20 is also used to obtain current driving road information when it is detected that the roll control conditions are met; determine the lane line equation coefficient based on the current driving road information; calculate the road curvature based on the lane line equation coefficient and the preset time; and obtain the turning radius based on the road curvature.

[0178] In one embodiment, the calculation module 20 is further used to calculate the lateral speed and the lateral acceleration according to the lane line equation coefficient and the preset time; and calculate the road curvature according to the lateral speed and the lateral acceleration.

[0179] In one embodiment, the obtaining module 30 is further used to select and obtain a target damping coefficient and / or a target suspension height according to the roll control condition; when selecting to obtain the target damping coefficient, the target damping coefficient is obtained in a vehicle speed turning radius damping coefficient mapping table according to the current vehicle speed and the turning radius; when selecting to obtain the target suspension height, the target suspension height is obtained in a vehicle speed turning radius suspension height mapping table according to the current vehicle speed and the turning radius.

[0180] In one embodiment, the obtaining module 30 is further used to select to obtain the target suspension height when the first roll control condition is met; select to obtain the target damping coefficient when the second roll control condition is met; and obtain the target suspension height and the target damping coefficient when the first roll control condition and the second roll control condition are met.

[0181] In one embodiment, the obtaining module 30 is further used to obtain a preset damping coefficient according to different combinations of vehicle speeds and turning radius; record the preset damping coefficient, and establish a mapping relationship between the vehicle speed and turning radius corresponding to the preset damping coefficient to generate a vehicle speed turning radius damping coefficient mapping table; obtain a preset suspension height according to different combinations of vehicle speeds and turning radius; record the preset suspension height, and establish a mapping relationship between the vehicle speed and turning radius corresponding to the preset suspension height to generate a vehicle speed turning radius suspension height mapping table.

[0182] In one embodiment, the calculation module 20 is also used to obtain the vehicle's information on the road to be traveled, the current suspension height, the current damping coefficient, the suspension height threshold and the damping coefficient threshold; when the information on the road to be traveled is a turn, the third roll control condition is met; when the third roll control condition is met, it is determined whether the current suspension height is greater than the suspension height and whether the current damping coefficient is greater than the damping coefficient threshold; when it is determined that the current suspension height is greater than the suspension height, the first roll control condition is met; when it is determined whether the current damping coefficient is greater than the damping coefficient threshold, the second roll control condition is met; when the first roll control condition or the second roll control condition is met, the roll control condition is met, and the first roll control condition and / or the second roll control condition is used as the roll control condition.

[0183] The present application provides a vehicle roll control device, which includes: at least one processor; and a memory that is communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle roll control method in the above-mentioned embodiment one.

[0184] Reference below Figure 5 , which shows a schematic diagram of the structure of a vehicle roll control device suitable for implementing the embodiment of the present application. The vehicle roll control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The roll control device of the vehicle shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0185] like Figure 5 As shown, the roll control device of the vehicle may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. Various programs and data required for the operation of the roll control device of the vehicle are also stored in the RAM 1004. The processing device 1001, the ROM 1002, and the RAM 1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 may allow the roll control device of the vehicle to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a roll control device of a vehicle with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have instead.

[0186] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0187] The vehicle roll control device provided by the present application adopts the vehicle roll control method in the above embodiment, which can solve the technical problem that it is difficult to perform efficient and real-time dynamic optimization of suspension parameters, resulting in the inability to effectively suppress roll under complex working conditions. Compared with the prior art, the beneficial effects of the vehicle roll control device provided by the present application are the same as the beneficial effects of the vehicle roll control method provided by the above embodiment, and the other technical features of the vehicle roll control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0188] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0189] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0190] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle roll control method in the above-mentioned embodiment.

[0191] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0192] The computer-readable storage medium may be included in the roll control device of the vehicle; or may exist independently without being assembled into the roll control device of the vehicle.

[0193] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the roll control device of the vehicle, the roll control device of the vehicle: obtains the current vehicle speed and the preset time;

[0194] When it is detected that the vehicle meets the roll control condition, the road curvature is calculated based on the preset time, and the turning radius is obtained according to the road curvature;

[0195] Obtaining a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed, and the turning radius;

[0196] According to the target damping coefficient and / or the target suspension height, the suspension damping and / or the suspension height of the vehicle are adjusted to complete the roll control of the vehicle.

[0197] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0198] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0199] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0200] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle roll control method, and can solve the technical problem that it is difficult to efficiently and real-timely optimize the suspension parameters, resulting in the inability to effectively suppress the roll under complex working conditions. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the vehicle roll control method provided by the above-mentioned embodiment, and will not be repeated here.

[0201] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the vehicle roll control method as described above are implemented.

[0202] The computer program product provided by the present application can solve the technical problem that it is difficult to perform efficient and real-time dynamic optimization of suspension parameters, resulting in the inability to effectively suppress roll under complex working conditions. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the vehicle roll control method provided by the above embodiment, and will not be repeated here.

[0203] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle roll control method, characterized in that: The method comprises: Get the current vehicle speed and preset time; When it is detected that the vehicle meets the roll control condition, the road curvature is calculated based on the preset time, and the turning radius is obtained according to the road curvature; Obtaining a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed, and the turning radius; According to the target damping coefficient and / or the target suspension height, the suspension damping and / or the suspension height of the vehicle are adjusted to complete the roll control of the vehicle.

2. The method according to claim 1, characterized in that The step of calculating the road curvature based on the preset time when it is detected that the vehicle meets the roll control condition, and obtaining the turning radius according to the road curvature comprises: When it is detected that the roll control condition is met, the current driving road information is obtained; Determine a lane line equation coefficient according to the current driving road information; Calculating the road curvature according to the lane line equation coefficient and the preset time; The turning radius is obtained according to the road curvature.

3. The method according to claim 2, characterized in that The step of calculating the road curvature according to the lane line equation coefficient and the preset time comprises: Calculating the lateral speed and lateral acceleration according to the lane line equation coefficient and the preset time; A road curvature is calculated based on the lateral velocity and the lateral acceleration.

4. The method according to claim 1, characterized in that The step of obtaining a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed and the turning radius comprises: According to the roll control condition, selecting and obtaining a target damping coefficient and / or a target suspension height; When selecting to obtain the target damping coefficient, obtaining the target damping coefficient in a vehicle speed turning radius damping coefficient mapping table according to the current vehicle speed and the turning radius; When the target suspension height is selected, the target suspension height is obtained in a vehicle speed turning radius suspension height mapping table according to the current vehicle speed and the turning radius.

5. The method according to claim 4, characterized in that The step of selecting and obtaining a target damping coefficient and / or a target suspension height according to the roll control condition comprises: When the first roll control condition is met, selecting to obtain a target suspension height; When the second roll control condition is met, selecting to obtain a target damping coefficient; When the first roll control condition and the second roll control condition are satisfied, the target suspension height and the target damping coefficient are acquired.

6. The method according to claim 4, characterized in that When the target damping coefficient is selected, before the step of obtaining the target damping coefficient in the vehicle speed turning radius damping coefficient mapping table according to the current vehicle speed and the turning radius, the method further includes: According to different combinations of vehicle speed and turning radius, a preset damping coefficient is obtained; Recording the preset damping coefficient, and establishing a mapping relationship between the vehicle speed and the turning radius corresponding to the preset damping coefficient, to generate a vehicle speed turning radius damping coefficient mapping table; According to different combinations of vehicle speed and turning radius, the preset suspension height is obtained; The preset suspension height is recorded, and a mapping relationship is established between the vehicle speed and the turning radius corresponding to the preset suspension height to generate a vehicle speed turning radius suspension height mapping table.

7. The method according to any one of claims 1 to 6, characterized in that Before the step of calculating the road curvature based on the preset time when detecting that the vehicle meets the roll control condition, and obtaining the turning radius according to the road curvature, the method further includes: Obtaining the vehicle's road information, current suspension height, current damping coefficient, suspension height threshold, and damping coefficient threshold; When the to-be-traveled road information is a turn, a third roll control condition is satisfied; When the third roll control condition is met, determining whether the current suspension height is greater than the suspension height and whether the current damping coefficient is greater than the damping coefficient threshold; When it is determined that the current suspension height is greater than the suspension height, a first roll control condition is satisfied; When determining whether the current damping coefficient is greater than the damping coefficient threshold, a second roll control condition is satisfied; When the first roll control condition or the second roll control condition is satisfied, the roll control condition is satisfied, and the first roll control condition and / or the second roll control condition is used as the roll control condition.

8. A vehicle roll control device, characterized in that: The device comprises: The acquisition module is used to obtain the current vehicle speed and the preset time; A calculation module, configured to calculate the road curvature based on the preset time when it is detected that the vehicle meets the roll control condition, and obtain a turning radius according to the road curvature; An obtaining module, configured to obtain a target damping coefficient and / or a target suspension height according to the roll control condition, the current vehicle speed and the turning radius; The control module is used to adjust the suspension damping and / or suspension height of the vehicle according to the target damping coefficient and / or the target suspension height to complete the roll control of the vehicle.

9. A vehicle roll control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle roll control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle roll control method according to any one of claims 1 to 7 are implemented.

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