Vehicle roll control method, device, equipment and storage medium

Abstract

This application discloses a vehicle roll control method, apparatus, device, and storage medium, relating to the technical field of vehicle roll control. The method includes: obtaining a current vehicle speed and a preset time; upon detecting that the vehicle meets a roll control condition, calculating a road curvature based on the preset time, and obtaining a turning radius based on the road curvature; obtaining a target damping coefficient and / or a target suspension height based on the roll control condition, the current vehicle speed, and the turning radius; and adjusting the vehicle's suspension damping and / or suspension height based on the target damping coefficient and / or the target suspension height to achieve vehicle roll control. By calculating the road curvature and adjusting the suspension damping / height, vehicle roll control is achieved, thereby improving driving stability.

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 cornering and emergency obstacle avoidance. Excessive body roll can lead to reduced vehicle stability and may even cause rollover risk. Because autonomous driving systems must cope with a variety of complex road conditions, vehicle roll is even more severe for autonomous vehicles. With the development of autonomous driving technology, higher requirements are being placed on the high-speed cornering performance of autonomous driving systems, striving to achieve full coverage of driving scenarios. Furthermore, in some dangerous scenarios, autonomous driving systems will control the vehicle to make large evasive turns, which also places higher demands on the vehicle's handling stability.

[0003] Traditional passive suspension systems used to control roll are based on fixed damping and suspension height designs and cannot dynamically adapt to different driving scenarios. This can easily lead to excessive roll in high-speed corners or during emergency obstacle avoidance, posing a potential safety hazard.

[0004] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is 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 objectives, 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 satisfies 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 detecting that the vehicle satisfies 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 conditions are met, the current driving road information is obtained;

[0013] Determining lane line equation coefficients based on the current driving road information;

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

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

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

[0017] Calculating the lateral velocity 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 includes:

[0020] Selectively obtaining a target damping coefficient and / or a target suspension height according to the roll control condition;

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

[0022] When selecting to obtain the target suspension height, the target suspension height is obtained from a vehicle speed, turning radius, and 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 includes:

[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 from a vehicle speed turning radius damping coefficient mapping table according to the current vehicle speed and the turning radius, the method further includes:

[0028] According to different combinations of vehicle speed and turning radius, the 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] Get the preset suspension height according to different combinations of vehicle speed and turning radius;

[0031] The preset suspension height is recorded, and a mapping relationship is established between the vehicle speed and 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 satisfies the roll control condition, and obtaining the turning radius according to the road curvature, the method further includes:

[0033] Obtaining information about the road the vehicle is traveling on, current suspension height, current damping coefficient, suspension height threshold, and damping coefficient threshold;

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

[0035] When the third roll control condition is satisfied, 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 for acquiring a 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 achieve vehicle roll control.

[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 on the memory and executable on the processor, wherein 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 the 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. When the computer program is executed by a processor, it implements the steps of the vehicle roll control method as described above.

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

[0047] By employing multi-dimensional mapping technology, with vehicle speed, turning radius, damping coefficient, and suspension height as core parameters, combined with real-time calculations of road curvature and turning radius, the target damping coefficient and suspension height are accurately calculated upon detecting that the vehicle meets roll control conditions. This comprehensive parameter optimization approach overcomes the existing problem of insufficient suspension adjustment precision caused by single-parameter control. It also addresses the existing suspension control lag through advance prediction and dynamic adjustment, thereby achieving greater handling stability and roll suppression in complex driving 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0050] Figure 1 A flowchart of a first embodiment of a vehicle roll control method according to the present application is provided;

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

[0052] Figure 3 A schematic diagram of a brief flow chart of a vehicle roll control method provided in Example 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 according to the embodiment of the present application;

[0054] Figure 5 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 explained 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 merely used to explain the technical solutions of the present application and are not intended 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 to obtain the current vehicle speed and the preset time;

[0059] When it is detected that the vehicle satisfies 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 ease of description, the following description is made with identification of the vehicle's roll control device as the execution subject.

[0063] Because existing technologies struggle to efficiently and dynamically optimize suspension parameters in real time, effectively suppressing roll under complex operating conditions, this application provides a solution. By employing multidimensional mapping technology, with vehicle speed, turning radius, damping coefficient, and suspension height as core parameters, combined with real-time calculations of road curvature and turning radius, the target damping coefficient and suspension height can be accurately calculated upon detecting that the vehicle meets roll control conditions. This comprehensive parameter optimization method overcomes the existing problem of insufficient suspension adjustment accuracy caused by single-parameter control. It also addresses the existing problem of suspension control lag through advance prediction and dynamic adjustment, thereby achieving greater vehicle handling stability and roll suppression under complex operating 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 execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of implementing the above functions, such as a vehicle roll control device. This embodiment and the following embodiments will be described below using a vehicle roll control device as an example.

[0065] Based on this, the embodiment of the present application provides a method for controlling the roll of a vehicle, 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 current vehicle speed refers to the vehicle's real-time speed at a given moment, reflecting the vehicle's velocity along the direction of travel at that moment. Current vehicle speed data can come from the vehicle's speed sensor or the vehicle network. Speed ​​sensors are typically located on the wheels or transmission, and the actual vehicle speed is electronically calculated based on the tire's rotational speed.

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

[0070] As you can understand, curvature is a geometric quantity that describes the curvature of a curve. In a vehicle's driving path, curvature reflects the curvature of the road: larger curvatures indicate sharper curves, while smaller curvatures indicate gentler curves, or even straighter ones. In autonomous driving or trajectory planning, a preset moment refers to a specific reference moment. This reference moment can correspond to a position at a certain moment on a driving curve, or a point on a predicted path, used to infer the vehicle's state at a certain future moment or position. By predicting future states at a preset moment, the vehicle's suspension and damping can be adjusted more easily to ensure stability on curves.

[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 conditions indicate that the vehicle, in its current state, has met or exceeded the preset conditions for triggering the roll control system. These conditions serve as a criterion for determining whether the vehicle may experience dangerous roll situations while turning or driving at high speeds. Road curvature is a geometric measure of the road's curvature and is typically used to describe the characteristics of a road curve at a specific point. The greater the curvature, the sharper the curve. The turning radius is another way to characterize the degree of road curvature, indicating the radius of the arc of the vehicle's trajectory in the current curve. The sharper the curve, the smaller the turning radius; the gentler the curve, the larger the turning radius. The turning radius is the inverse of the curvature.

[0073] It is understandable that through 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 the vehicle detects that it meets the roll control conditions, it immediately obtains information about the current road through sensors, cameras, or high-precision maps. This information typically includes, but is not limited to, the shape of the lane markings (e.g., straight or curved), the width of the road, whether the road has curves, and the specific location of the curves. For example, if the vehicle is detected to be on a sharp left curve and the camera obtains the location information of the lane markings, this data is then used to calculate the coefficients of the lane equation.

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

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

[0080] It is understood that the lane line equation coefficients can be calculated based on the road information obtained in step S21 using image processing algorithms 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 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 velocity and lateral acceleration according to the lane equation coefficient and the preset time;

[0087] It should be noted that lateral velocity refers to the component of the vehicle's velocity in the transverse direction of the road, reflecting the vehicle's sideways movement speed on the road. Lateral acceleration refers to the component of the vehicle's acceleration in the transverse direction, reflecting the rate of change of the vehicle's lateral motion. It is directly related to the curvature of the road and the vehicle's speed. Lateral velocity is calculated 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 velocity.

[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: Calculate the road curvature according to the lateral velocity and the lateral acceleration.

[0094] It is understandable that after calculating the vehicle's lateral velocity and lateral acceleration, 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 derived by analyzing the vehicle's movement trend in the lateral direction. Assuming 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 determined whether the road is a sharp curve or a gentle curve, thereby providing input for suspension and damping adjustments. The calculation of road curvature is as follows:

[0095]

[0096] Where, 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, indicating the distance from the center point of the curve to the center of the road. The unit is usually meters. It describes the sharpness 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 roll control conditions, vehicle speed, and turning radius, and are used to guide the vehicle's actual suspension adjustments. The target damping coefficient determines the suspension's dynamic response, while the target suspension height determines the vehicle's center of gravity distribution and ride smoothness. The damping coefficient determines the suspension's ability to suppress vehicle roll. A table lookup allows users to quickly find the optimal damping value for the current vehicle speed and turning radius to optimize the vehicle's dynamic stability. Suspension height directly affects the vehicle's center of gravity and ride comfort. Adjusting suspension height effectively disperses roll forces, reduces rollover risk, and enhances the ride experience.

[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 mass of the vehicle; v x is the vehicle longitudinal speed; 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 lateral stiffness; C r is the rear axle lateral stiffness; l r is the distance from the vehicle's center of mass to the center of the rear axle; l f is the distance from the vehicle's center of mass 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 acceleration due to gravity; 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 Equation (5), the angular velocity of the vehicle's roll is directly proportional to the vehicle's yaw rate. That is, under given conditions, the greater the yaw rate, the greater the vehicle's roll, which directly affects the vehicle's high-speed cornering ability. According to Equation (6), the angular velocity of the vehicle's 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's roll, and the vehicle can achieve 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 vehicle body plane flips outward when turning at high speed.

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

[0112]

[0113] Where, 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 at x = x0 along the curvature K, and we can get the following equation 9:

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

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

[0117] Equations 5 to 9 indicate that, at a given vehicle speed and curve radius, greater suspension damping results in greater handling stability. At a given vehicle speed and curve radius, the vehicle load is transferred outward, and controlling the suspension height on the transfer side can improve ride comfort.

[0118] It's understood that after calculating the target damping coefficient and target suspension height, the vehicle's suspension damping and height are adjusted based on the target parameters to achieve roll control. Specifically, the target damping coefficient is first compared with the current damping coefficient. For example, if the current damping coefficient is 0.4 and the target damping coefficient is 0.45, then 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 suspension's roll resistance. Simultaneously, the difference between the current and target suspension heights is checked. For example, if the current height of the left front wheel is 0 cm and the target height is -3 cm, then a command is issued to the air suspension adjustment system to lower the left front wheel's suspension height by 3 cm and adjust the right front wheel to the target value +4 cm, ensuring a more balanced center of gravity distribution. All adjustments are made by the suspension control module, which continuously monitors real-time feedback data during the adjustment process to ensure that the adjustments achieve the target values. 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] This embodiment provides a vehicle roll control method. 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 with a vehicle speed-turning radius suspension height mapping table to dynamically adjust the vehicle suspension damping and height, the method 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.

[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 embodiment 1 can be referred to the above introduction and will not be described in detail later. 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 understood that after detecting that the vehicle meets the roll control conditions, the system first analyzes whether the suspension damping coefficient, suspension height, or both need to be adjusted. The vehicle's risk characteristics are then determined based on the current roll control conditions. For example, in a sharp curve, both the damping coefficient and suspension height may need to be adjusted, while on a high-speed straight, 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. For example, 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, a vehicle is traveling at 80 km / h on a curve with a radius of 50 meters. The system detects that the outer suspension height exceeds a threshold, for example, 12 cm, which is greater than the set threshold of 10 cm. This satisfies the first roll control condition. The system then selects the suspension height adjustment process to optimize the vehicle's center of gravity distribution in the curve using the target suspension height.

[0127] Step S312: when the second roll control condition is met, select and obtain the 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, the second roll control condition is satisfied when the current damping coefficient exceeds or falls below a preset threshold.

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

[0130] It is understandable that when the vehicle satisfies both the first roll control condition and the second roll control condition, the roll risk is high, and the target suspension height and 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 speed and turning radius;

[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 speed and turning radius, 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 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, given the 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 from a suitable value between 0.33 and 0.5 in this embodiment based on the characteristics of the actual vehicle. 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 vehicle speed and turning radius combinations;

[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 conditions 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 optimal combination of better handling and comfort can be obtained by calibrating the suspension height value.

[0142] Step S319 , recording the preset suspension height, and establishing 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 different combinations of vehicle speed and curve radius can be selected for calibration in the actual vehicle. In this embodiment, the height of each wheel suspension is selected from a suitable value between -5cm and +5cm according to the characteristics of the actual vehicle. The speed, turning radius and suspension height mapping table is shown in Table 2 below:

[0144] Table 2:

[0145]

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

[0147] It's important to note that the speed-turn radius damping coefficient mapping table is a three-dimensional table that records the optimal damping coefficients for different vehicle speeds and turning radii. The damping coefficient determines the suspension's ability to suppress vehicle roll. By looking up the table, you can quickly find the optimal damping value for the current vehicle speed and turning radius to optimize the vehicle's dynamic stability.

[0148] It's understood that when selecting a target damping coefficient, the vehicle's current speed and turning radius can be used as inputs to query the damping coefficient mapping table. For example, if the current speed is 80 km / h and the turning radius is 50 meters, the system finds a target damping coefficient of 0.45. The mapping table structure is typically derived from calibration data or dynamic calculations to ensure that the damping coefficient being searched is appropriate for the current driving conditions. After querying, this target value is then used to output commands for adjusting the suspension damping.

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

[0150] It's important to note that the speed-turn-radius-suspension-height mapping is also a three-dimensional table, recording the suspension height adjustment values ​​corresponding to different vehicle speeds and turning radii. Suspension height directly affects the vehicle's center of gravity and comfort. Adjusting suspension height effectively disperses roll forces, reduces rollover risk, and improves the ride experience.

[0151] It's understood that when selecting target suspension height, the vehicle's current speed and turning radius are queried in the speed-turn-radius-suspension-height mapping table. For example, if the current speed is 80 km / h and the turning radius is 50 meters, the system will find the target heights for the left front wheel to be -3 cm, the right front wheel to be +4 cm, the left rear wheel to be -2 cm, and the right rear wheel to be +3 cm. Target suspension heights ensure a more balanced center of gravity distribution in corners, reducing roll and improving handling stability.

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

[0153] Step S11, obtaining information about the road to be traveled by the vehicle, the current suspension height, the current damping coefficient, the suspension height threshold, and the damping coefficient threshold;

[0154] It should be noted that the information on 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 suspension's ability to absorb vibrations. The suspension height threshold indicates a pre-set critical value for the suspension height, which is usually related to the vehicle's dynamic performance requirements. The damping coefficient threshold indicates a pre-set critical value for the damping coefficient, which is used to determine whether the current damping is suitable for the vehicle's current roll control requirements.

[0155] Step S12, when the road information to be traveled 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 and is based on whether the road to be traveled is a curve. In this embodiment, the third roll control condition is met when the current road is detected to be a curve after analyzing the road information to be traveled.

[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 sequence whether the current suspension height and damping coefficient exceed preset thresholds.

[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 triggering condition related to the suspension height, and this condition is met when the current suspension height exceeds a threshold.

[0161] It is understood 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, if 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, a second roll control condition is satisfied;

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

[0164] It is understood 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 and greater than the threshold of 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 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.

[0166] It is understood that after determining the first and second roll control conditions, if either or both of them are met, the system determines that the roll control condition is met. For example, if the current suspension height and damping coefficient both exceed the threshold, the roll control condition is determined to be met and the subsequent roll control phase is entered.

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

[0168] For example, 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 connected vehicle communication modules provide road traffic information, which is then processed by the autonomous driving system's central computing unit. Based on the calculations, the central computing unit generates two parameters: target height and target damping. The target height is transmitted to the suspension height adjustment controller, which then sends a height adjustment command to the height adjustment actuator. The target damping is transmitted to the suspension damping adjustment controller, which then sends a damping adjustment command to the damping adjustment actuator, thereby achieving dynamic optimization of 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 scope of protection of the present application.

[0171] This 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 obtain the current vehicle speed and a preset time;

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

[0174] an obtaining module 30 for 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;

[0175] The control module 40 is configured 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 vehicle roll control device provided in this application, utilizing the vehicle roll control method of the aforementioned embodiment, can resolve the technical issue of difficulty in efficiently and real-time dynamic optimization of suspension parameters, resulting in an inability to effectively suppress roll under complex operating conditions. Compared to the prior art, the beneficial effects of the vehicle roll control device provided in this application are the same as those of the vehicle roll control method provided in the aforementioned embodiment. Other technical features of the vehicle roll control device are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0177] In one embodiment, the calculation module 20 is further 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 configured to calculate the lateral velocity and lateral acceleration according to the lane line equation coefficient and the preset time; and calculate the road curvature according to the lateral velocity 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 from 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 from 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 preset damping coefficient and 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 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 structural diagram of a vehicle roll control device suitable for implementing an 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), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. 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 vehicle's roll control device may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the vehicle's roll control device. Processing device 1001, ROM 1002, and 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 can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 can allow the vehicle's roll control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle's roll control device with various systems, it should be understood that it is not required to implement or have all of 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 processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising 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 via 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 in this application, utilizing the vehicle roll control method of the aforementioned embodiment, can resolve the technical issue of difficulty in efficiently and real-time dynamic optimization of suspension parameters, resulting in an inability to effectively suppress roll under complex operating conditions. Compared to the prior art, the beneficial effects of the vehicle roll control device provided in this application are the same as those of the vehicle roll control method provided in the aforementioned embodiment. Other technical features of the vehicle roll control device are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0188] It should be understood that the various parts disclosed in this application can be implemented using 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 description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0190] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer program) stored thereon, wherein 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 this 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 thereof. 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 thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction 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 thereof.

[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, and 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 satisfies 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 stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In cases involving 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., through the Internet using an Internet service provider).

[0198] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of 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 box can also occur in a different order than that marked in the accompanying drawings. For example, two 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 box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0199] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0200] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned vehicle roll control method. This computer-readable storage medium can address the technical issues associated with the difficulty in efficiently and real-time dynamic optimization of suspension parameters, resulting in an inability to effectively suppress roll under complex operating conditions. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are similar to those of the vehicle roll control method provided in the aforementioned embodiments and are not further elaborated here.

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

[0202] The computer program product provided in this application can address the technical issue of difficulty in efficiently and real-time dynamic optimization of suspension parameters, which results in an inability to effectively suppress roll under complex operating conditions. Compared to the prior art, the beneficial effects of the computer program product provided in this application are similar to those of the vehicle roll control method provided in the aforementioned embodiments, and are not further elaborated here.

[0203] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for controlling the roll of a vehicle, characterized in that: The method comprises: Get the current vehicle speed and preset time; When it is detected that the vehicle satisfies 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; adjusting 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; 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 includes: Selectively obtaining a target damping coefficient and / or a target suspension height according to the roll control condition; When selecting to obtain the target damping coefficient, obtaining the target damping coefficient from 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, obtaining the target suspension height from a vehicle speed, turning radius, and suspension height mapping table according to the current vehicle speed and the turning radius; When selecting to obtain the target damping coefficient, before the step of obtaining the target damping coefficient from 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, the 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; Get the preset suspension height according to different combinations of vehicle speed and turning radius; The preset suspension height is recorded, and a mapping relationship is established between the vehicle speed and turning radius corresponding to the preset suspension height to generate a vehicle speed turning radius suspension height mapping table.

2. The method according to claim 1, wherein 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 includes: When it is detected that the roll control conditions are met, the current driving road information is obtained; Determining lane line equation coefficients based on the current driving road information; Calculating the road curvature according to the lane line equation coefficient and the preset time; A turning radius is obtained according to the road curvature.

3. The method according to claim 2, wherein The step of calculating the road curvature according to the lane line equation coefficient and the preset time includes: Calculating the lateral velocity 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, wherein The step of selecting and obtaining a target damping coefficient and / or a target suspension height according to the roll control condition includes: 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.

5. The method according to any one of claims 1 to 4, 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 information about the road the vehicle is traveling on, current suspension height, current damping coefficient, suspension height threshold, and damping coefficient threshold; When the road to be traveled is a curve, a third roll control condition is satisfied; When the third roll control condition is satisfied, 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.

6. A vehicle roll control device, characterized in that: The device comprises: Acquisition module, used to obtain the current vehicle speed and 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; a control module, configured to adjust the suspension damping and / or suspension height of the vehicle according to the target damping coefficient and / or the target suspension height, thereby achieving roll control of the vehicle; The obtaining module is further configured to select and obtain a target damping coefficient and / or a target suspension height based on the roll control condition; when selecting to obtain the target damping coefficient, the target damping coefficient is obtained from a vehicle speed-turning radius-damping coefficient mapping table based on the current vehicle speed and the turning radius; and when selecting to obtain the target suspension height, the target suspension height is obtained from a vehicle speed-turning radius-suspension height mapping table based on the current vehicle speed and the turning radius; The obtaining module 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 preset damping coefficient and 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.

7. A vehicle roll control device, characterized in that: The device includes: 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 5.

8. 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 5 are implemented.

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