Vehicle body posture stabilizing device and control method

Abstract

The invention provides a vehicle body posture stabilizing device which comprises a left stabilizing half rod and a right stabilizing half rod, a left execution assembly and a right execution assembly are arranged at the opposite ends of the left stabilizing half rod and the right stabilizing half rod correspondingly, and the left execution assembly and the right execution assembly are consistent in specification and are symmetrically arranged; a decoupling device is movably arranged between the left execution assembly and the right execution assembly, the right execution assembly comprises a right motor assembly and a right speed reduction buffer assembly, and the right motor assembly is fixedly arranged on one side of the right speed reduction buffer assembly. The two motors generate opposite torques, so that the two stabilizing half rods are twisted to restrain side tipping of a vehicle body, and as the left half rod and the right half rod both generate torques, compared with a single-motor stabilizing device, each motor outputs half torque to achieve the same side tipping restraining effect, the motor with the small diameter is selected and designed, and the side tipping restraining effect of the vehicle body is achieved. And the speed reducer with the small center distance and the small shaft diameter is designed, and arrangement of the vehicle chassis space is better facilitated.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle body posture stabilizing devices, and in particular to a vehicle body posture stabilizing device and a control method thereof. Background Art

[0002] The traditional passive stabilizer is a torsion bar with fixed stiffness, which cannot be matched to various working conditions and can only increase the suspension angular stiffness, that is, it only works to suppress the body roll and has no additional effect; the existing body posture stabilizers are mostly single-motor stabilizers, which output torque through a single motor, and apply the torque to the swing arm of the body posture stabilizer through a reducer to reduce the torque and increase the torque, so that the body posture stabilizer is twisted, generating a torque to counteract the body roll torque, so as to achieve the purpose of suppressing the body roll. However, the single-motor stabilizer has a single effect and requires a higher-power motor and a larger transmission ratio reducer to generate a large enough torque to achieve the purpose of suppressing the body roll.

[0003] In view of the fact that the existing vehicle posture stabilizer has a single function and requires stringent requirements on the reducer transmission ratio and motor power, a vehicle posture stabilizer is proposed, which can not only suppress the vehicle's turning roll, but also suppress the acceleration and deceleration of the vehicle when the vehicle is driving in a straight line. At the same time, a vehicle posture stabilizer is proposed that can be applied to vehicles and models with different chassis space sizes. Summary of the invention

[0004] The object of the present invention is to provide a vehicle body posture stabilizing device and a control method, aiming to solve the problems raised by the above-mentioned background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a vehicle body posture stabilizing device, comprising a left stabilizing half-rod and a right stabilizing half-rod, wherein the left stabilizing half-rod and the right stabilizing half-rod are respectively provided with a left actuator assembly and a right actuator assembly at opposite ends, the specifications of the left actuator assembly and the right actuator assembly are consistent and symmetrically arranged, and a decoupling device is movably arranged between the left actuator assembly and the right actuator assembly, the right actuator assembly comprises a right motor assembly and a right deceleration buffer integration, the right motor assembly is fixedly arranged on one side of the right deceleration buffer integration, and one end of the right deceleration buffer integration is fixedly connected to the right stabilizing half-rod.

[0006] The left actuator component and the right actuator component output torque according to the control of the controller and the drive of the driver. The torque is decelerated and torque-increased through the deceleration buffer integration and transmitted to the left stabilizer half-rod and the right stabilizer half-rod, and the left stabilizer half-rod and the right stabilizer half-rod are transmitted to the vibration absorption of the reducer. The left stabilizer half-rod and the right stabilizer half-rod convert the torque into a moment, and are connected to the left and right small suspension rods on the vehicle suspension system, thereby transmitting the moment to the vehicle. The decoupling device decouples the left and right symmetrical devices, and the movements are unrelated.

[0007] It also includes a right support rod and a right rack belt. The left stabilizing half rod and the right stabilizing half rod have opposite ends respectively provided with a left actuator assembly and a right actuator assembly. The specifications of the left actuator assembly and the right actuator assembly are consistent and symmetrically arranged. The right actuator assembly includes a right motor assembly and a right deceleration buffer integration. One end of the right deceleration buffer integration is fixedly connected to the right stabilizing half rod, and the other end of the right deceleration buffer integration is fixedly connected to the right support rod. A decoupling device is provided on one side of the right support rod. The right motor assembly and the right deceleration buffer integration are connected by a right rack belt transmission. The right motor assembly is located directly below the right support rod.

[0008] The body posture stabilizer controller receives the vehicle steering wheel angle signal, lateral acceleration signal, longitudinal acceleration signal, roll angle signal, pitch angle signal and other sensor signals to judge the current vehicle driving condition. If it is judged to be a turning condition or a straight-ahead condition on a bumpy road, the main goal is to suppress the body roll. At this time, the two motors are controlled to rotate in opposite directions so that the left and right stabilizer half-bars produce opposite torques to counteract the body roll tendency. If it is judged to be a straight-ahead condition on a good road, the main goal is to suppress the body pitch. At this time, the two motors are controlled to rotate in the same direction so that the left and right stabilizer half-bars produce the same torque to counteract the body pitch tendency.

[0009] The corresponding anti-roll moment and anti-pitch moment are determined by establishing a roll dynamics model and a pitch dynamics model, and the specific anti-roll moment and anti-pitch moment of the front and rear rods are determined by establishing the front and rear body posture stabilizer distribution coefficients.

[0010] In order to suppress the body roll under the conditions of turning and straight driving on bumpy roads, a roll dynamics model is established. The model is as follows;

[0011]

[0012] M a =M af +M ar

[0013] M af =∝M a , M ar =(1-∝)M a

[0014] In the formula, J c is the body roll moment of inertia; C c is the vehicle body roll damping; K c is the vehicle body roll stiffness; m s is the sprung mass of the vehicle; a y is the vehicle lateral acceleration;

[0015] h sis the distance between the center of mass of the vehicle and the center of mass of the roll; g is the acceleration due to gravity, M a M is the anti-roll moment of the vehicle body posture stabilizer; af (M ar ) is the anti-roll moment of the body posture stabilizer on the front and rear axles, and ∝ is the anti-roll moment distribution coefficient of the front and rear axles.

[0016] In order to suppress the vehicle body pitch under the straight driving condition on a good road, a pitch dynamics model is established. The model is as follows;

[0017]

[0018] M b =M bf +M br

[0019] M bf =βM b , M br =(1-β)M b

[0020] In the formula, J b is the pitching moment of inertia of the vehicle body; C b is the pitch damping of the vehicle body; K b is the pitch stiffness of the vehicle body; m s is the sprung mass of the vehicle; a x is the vehicle longitudinal acceleration;

[0021] h x is the distance between the center of mass of the vehicle and the pitch center of mass; g is the acceleration of gravity, M b M is the anti-pitch moment of the vehicle body attitude stabilizer; bf (M br ) is the anti-pitch moment of the vehicle body attitude stabilizer on the front and rear axles, and β is the anti-pitch moment distribution coefficient of the front and rear axles.

[0022] Based on the roll dynamics model and pitch dynamics model, the roll moment change ΔM is obtained in real time under dynamic conditions. a and pitch moment change ΔM b , and then converted into real-time motor output torque.

[0023] According to the actual roll angle in cornering conditions and straight driving conditions on bumpy roads and ideal roll angle

[0024] Get the roll angle error Under the straight driving condition on a good road, the pitch angle error Δψ is obtained according to the actual pitch angle ψ1 and the ideal pitch angle ψ2, and the ideal roll angle and the ideal pitch angle are set according to the lateral acceleration and the longitudinal acceleration.

[0025] Considering the handling stability and comfort, the ideal roll angle and ideal pitch angle are assumed to be

[0026] Ideal roll angle

[0027] Ideal pitch angle ψ2 = 0.04 × ax + ax^2 × 0.004;

[0028] The control algorithm is a sliding mode control algorithm.

[0029] Take the roll sliding mode function:

[0030] Among them, λ c >0

[0031] Design the rolling sliding mode controller as

[0032] Among them, ρ c >0

[0033] Take the pitch sliding mode function:

[0034] Among them, λ b >0

[0035] Design the pitch sliding mode controller as

[0036] Among them, ρ b >0

[0037] Considering the vehicle body posture stabilizer arm, let γ f (γ r ) is the ratio of the front and rear axle body posture stabilizer force arm (b) to the body posture stabilizer length (a), and the equilibrium equation is:

[0038]

[0039] Therefore, the relationship between the output torque of the motor reducer mechanism and the anti-rolling torque is obtained as follows:

[0040]

[0041]

[0042] where γ f =b f / a f , front body posture stabilizer width-to-length ratio; γ r =b r / a r , width-to-length ratio of rear body posture stabilizer; m fThe torque generated by the single motor reducer on the front axle; m r Generates torque for the single motor reducer on the rear axle.

[0043] For the vehicle posture stabilizer of the present invention, the output torque of one motor reducer is half of the output torque of the motor reducer of the single motor stabilizer to achieve the same suppression effect, that is, the motor power or the reducer transmission ratio is reduced by half, and there is more room for selection and matching of the motor and reducer.

[0044] Taking into account the tight chassis space and various vehicle models, a highly adaptable body posture stabilizer device is proposed, that is, the motor, the deceleration buffer device and the stabilizer half-rod are not on the same axis, but the torque is transmitted through a rack belt device, and the transmission ratio is changed by changing the diameter of different driven pulleys to adapt to more vehicle models.

[0045] Compared with the prior art, the present invention has the following beneficial effects:

[0046] 1. The dual-motor body posture stabilizer generates opposite torques through two motors, causing the two stabilizer half-rods to twist and suppress body roll. Because both the left and right half-rods generate torque, compared to a single-motor stabilizer, each motor outputs half the torque to achieve the same roll suppression effect. This allows the selection of a motor with a smaller diameter and a reducer with a smaller center distance and shaft diameter, which is more conducive to the layout of the vehicle chassis space.

[0047] 2. The dual-motor body posture stabilizer uses two motors to generate torque in the same direction, causing the two stabilizer half-bars to be lifted or pressed down at the same time, to suppress the vehicle's head rising when accelerating and nodding when decelerating, thereby suppressing the vehicle's body pitching.

[0048] 3. The dual-motor body posture stabilizer has a higher fault tolerance rate than the single-motor stabilizer. The single-motor stabilizer cannot perform the function of suppressing body roll when the motor or reducer fails. However, when a single motor or reducer of the dual-motor body posture stabilizer fails, it can still perform the function of suppressing body roll, thereby increasing vehicle safety performance.

[0049] Fourth, a dual-motor vehicle body posture stabilizing device structure is proposed, which is suitable for vehicles of different models and has stronger adaptability. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 It is a schematic diagram of a control method of a vehicle body posture stabilizing device according to the present invention;

[0051] Figure 2 It is a schematic diagram of the structure of a vehicle body posture stabilizing device;

[0052] Figure 3 It is a schematic diagram of the internal structure of the vehicle body posture stabilizing device;

[0053] Figure 4 It is a schematic diagram of the internal structure of another vehicle body posture stabilizing device;

[0054] Figure 5 is a control schematic diagram of suppressing vehicle body roll according to the present invention;

[0055] Figure 6 is a control schematic diagram of suppressing the pitching of a vehicle body according to the present invention;

[0056] Figure 7 It is a comparison diagram of simulated data of the actual roll angle of a vehicle equipped with the vehicle body posture stabilizing device of the present invention and the actual roll angle of a vehicle equipped with a passive stabilizing device;

[0057] Figure 8 It is a comparison diagram of simulated data of the actual pitch angle of a vehicle equipped with the vehicle body posture stabilizer of the present invention and the actual pitch angle of a vehicle equipped with a single-motor stabilizer.

[0058] Icons: 1. Left stabilizing half-rod; 2. Left actuator; 3. Decoupling device; 4. Right actuator; 41. Right motor assembly; 42. Right deceleration buffer assembly; 43. Right rack belt; 5. Right stabilizing half-rod; 6. Right support rod. DETAILED DESCRIPTION

[0059] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0060] Example 1

[0061] The present embodiment provides a vehicle body posture stabilizing device, including a left stabilizing half-rod 1 and a right stabilizing half-rod 5, wherein a left actuator assembly 2 and a right actuator assembly 4 are respectively provided at opposite ends of the left stabilizing half-rod 1 and the right stabilizing half-rod 5, wherein the specifications of the left actuator assembly 2 and the right actuator assembly 4 are consistent and symmetrically arranged, and a decoupling device 3 is movably arranged between the left actuator assembly 2 and the right actuator assembly 4, and the right actuator assembly 4 includes a right motor assembly 41 and a right deceleration buffer integration 42, wherein the right motor assembly 41 is fixedly arranged on one side of the right deceleration buffer integration 42, and one end of the right deceleration buffer integration 42 is fixedly connected to the right stabilizing half-rod 5.

[0062] The left actuator component 2 and the right actuator component 4 output torque according to the control of the controller and the drive of the driver. The torque is decelerated and torque-increased through the deceleration buffer integration and transmitted to the left stabilizer half-rod 1 and the right stabilizer half-rod 5, and the left stabilizer half-rod 1 and the right stabilizer half-rod 5 are transmitted to the vibration absorption of the reducer. The left stabilizer half-rod 1 and the right stabilizer half-rod 5 convert the torque into a moment and are connected to the left and right small suspension rods on the vehicle suspension system, thereby transmitting the moment to the vehicle. The decoupling device 3 decouples the left and right symmetrical devices and makes the movements unrelated.

[0063] During vehicle operation, the vehicle operating condition is identified based on the vehicle steering wheel angle signal, lateral acceleration signal, longitudinal acceleration signal, roll angle signal, pitch angle signal, etc. collected by the sensor. If it is judged to be a turning condition or a straight-ahead condition on a bumpy road, the two motors turn in opposite directions with the goal of suppressing the roll of the vehicle body. If it is judged to be a straight-ahead condition on a good road, the two motors turn in the same direction with the goal of suppressing the pitch of the vehicle body.

[0064] like Figure 3 As shown, under turning conditions and straight driving conditions on bumpy roads, the controller sends signals to the left motor assembly and the right motor assembly 41 drivers to drive the motor assemblies to rotate, and the motor assemblies output torque to the left reduction buffer integration and the right reduction buffer integration 42 to reduce speed and increase torque. At this time, the left actuator 2 and the right actuator 4 rotate in opposite directions, and the decoupling device 3 prevents the actuators on both sides from interfering with each other. The torque output by the left and right actuators is transmitted to the left and right vehicles through the left stabilizing half-rod 1 and the right stabilizing half-rod 5 to transfer force F1 and force F2. F1 and F2 are equal in magnitude and opposite in direction. The two make the vehicle body posture stabilizing device generate an anti-roll moment, which is equal in magnitude and opposite in direction to the roll moment.

[0065] The magnitude of the anti-roll moment is calculated based on the roll dynamics model.

[0066] The roll dynamics model is established as follows;

[0067]

[0068] M a =M af +M ar

[0069] M af =∝M a , M ar =(1-∝)M a

[0070] In the formula, J c is the body roll moment of inertia; C c is the vehicle body roll damping; K c is the vehicle body roll stiffness; m sis the sprung mass of the vehicle; a y is the vehicle lateral acceleration;

[0071] h s is the distance between the center of mass of the vehicle and the center of mass of the roll; g is the acceleration due to gravity, M a M is the anti-roll moment of the vehicle body posture stabilizer; af (M ar ) is the anti-roll moment of the body posture stabilizer on the front and rear axles, and ∝ is the anti-roll moment distribution coefficient of the front and rear axles.

[0072] like Figure 3 As shown, under the condition of straight driving on a good road, the controller sends a signal to the left motor assembly and the right motor assembly 41 drivers to drive the motor assembly to rotate, and the output torque of the motor assembly is transmitted to the left reduction buffer integration and the right reduction buffer integration 42 for deceleration and torque increase. At this time, the left actuator assembly 2 and the right actuator assembly 4 have the same rotation direction, and the torque output by the left and right actuator assemblies is transmitted to the left and right vehicles through the left stabilizer half-rod 1 and the right stabilizer half-rod 5 to transfer force F1 and force F2. F1 and F2 are equal in magnitude and direction, and the two cause the vehicle body posture stabilizer to generate an anti-pitch moment, which is equal in magnitude and opposite in direction to the pitch moment.

[0073] The magnitude of the anti-pitch moment is calculated based on the pitch dynamics model.

[0074] The pitch dynamics model is established as follows;

[0075]

[0076] M b =M bf +M br

[0077] M bf =βM b , M br =(1-β)M b

[0078] In the formula, J b is the pitching moment of inertia of the vehicle body; C b is the pitch damping of the vehicle body; K b is the pitch stiffness of the vehicle body; m s is the sprung mass of the vehicle; a x is the vehicle longitudinal acceleration;

[0079] h x is the distance between the center of mass of the vehicle and the pitch center of mass; g is the acceleration of gravity, M b M is the anti-pitch moment of the vehicle body attitude stabilizer; bf (M br) is the anti-pitch moment of the vehicle body attitude stabilizer on the front and rear axles, and β is the anti-pitch moment distribution coefficient of the front and rear axles.

[0080] The relevant mode switching is determined based on the sensor signal received by the controller. Due to the influence of the sensor placement position, the roll angle signal or pitch angle signal measured by the sensor is not the roll angle or pitch angle signal of the vehicle itself, but the result of adding the vehicle and the road angle. For example, on a left or right inclined road, the road roll angle is large, but the lateral force that the vehicle can receive when driving is not large, that is, the roll angle of the vehicle itself due to the centrifugal force is not large; on an uphill or downhill road, the road pitch angle is large, but the longitudinal force that the vehicle can receive when driving is not large, that is, the pitch angle of the vehicle itself due to the longitudinal force is not large. Considering these situations, the signals used by the control strategy are lateral acceleration signals and longitudinal acceleration signals. The ideal roll angle and ideal pitch angle are calculated based on the lateral acceleration and longitudinal acceleration. At this time, an algorithm is used to make the vehicle posture stabilization device output the corresponding torque to track the actual roll angle and actual pitch angle to the ideal roll angle and ideal pitch angle, so as to achieve the purpose of suppressing the roll and pitch of the vehicle body.

[0081] Considering that the vehicle is not equipped with a roll angle sensor or a pitch angle sensor, the distance between the vehicle and the wheel is collected by the vehicle height sensor, and the body roll angle or body pitch angle is converted. Assume that the four corners of the vehicle (left front, right front, left rear, right rear) are equipped with vehicle height sensors, which obtain the vehicle height data of the four positions in real time, set as hlf (left front), hrf (right front), hlr (left rear), hrr (right rear).

[0082] Assuming the left and right wheelbase of the vehicle is B, the approximate calculation formula for the roll angle is:

[0083] (Applicable to the calculation of the height difference between the left and right sides of the vehicle) or

[0084] (Applicable to the calculation of the height difference between the left and right sides of the rear of the vehicle.) In practical applications, in order to calculate the roll angle more accurately, the front and rear conditions may be comprehensively considered, such as taking the average value.

[0085] Assuming the vehicle wheelbase is L (the distance between the front and rear wheels), the pitch angle is calculated by the height difference between the front and rear vehicles. The calculation formula is ψ = arctan ((hlf-hlr) / L (the height difference between the left front and the left rear) or ψ = arctan ((hrf-hrr) / L (the height difference between the right front and the right rear). Similarly, in order to obtain more accurate results, a comprehensive calculation method can be used, such as taking an appropriate weighted average.

[0086] Based on the roll dynamics model and pitch dynamics model, the roll moment change ΔM is obtained in real time under dynamic conditions. a and pitch moment change ΔM b , and then converted into real-time motor output torque.

[0087] According to the actual roll angle in cornering conditions and straight driving conditions on bumpy roads and ideal roll angle Get the roll angle error Under the straight driving condition on a good road, the pitch angle error Δψ is obtained according to the actual pitch angle ψ1 and the ideal pitch angle ψ2, and the ideal roll angle and the ideal pitch angle are set according to the lateral acceleration and the longitudinal acceleration.

[0088] Considering the handling stability and comfort, the ideal roll angle and ideal pitch angle are assumed to be

[0089] Ideal roll angle

[0090] Ideal pitch angle ψ2 = 0.04 × ax + ax^2 × 0.004;

[0091] The control algorithm is a sliding mode control algorithm.

[0092] Take the roll sliding mode function:

[0093] Among them, λ c >0

[0094] Design the rolling sliding mode controller as

[0095] Among them, ρ c >0

[0096] Take the pitch sliding mode function:

[0097] Among them, λ b >0

[0098] Design the pitch sliding mode controller as

[0099] Among them, ρ b >0

[0100] Considering the vehicle body posture stabilizer arm, let γ f (γ r ) is the ratio of the front and rear axle body posture stabilizer arm to the body posture stabilizer length, and the equilibrium equation is:

[0101]

[0102] Therefore, the relationship between the output torque of the motor reducer mechanism and the anti-rolling torque is obtained as follows:

[0103]

[0104]

[0105] where γ f =b f / a f , front body posture stabilizer width-to-length ratio; γ r =b r / a r , width-to-length ratio of rear body posture stabilizer; m af The torque generated by the single motor reducer on the front axle; m ar Generates torque for the single motor reducer on the rear axle.

[0106] For the vehicle posture stabilizer, the output torque of one motor reducer is half of the output torque of the motor reducer of the single motor stabilizer to achieve the same suppression effect, that is, the motor power or the reducer transmission ratio is reduced by half, and there is more room for selection and matching of motors and reducers.

[0107] Example 2

[0108] Considering the compact space structure of the vehicle chassis, another vehicle posture stabilizer structure is designed, such as Figure 4 As shown, it also includes a right support rod 6 and a right rack belt 43. The left stabilizing half rod 1 and the right stabilizing half rod 5 are respectively provided with a left actuator assembly 2 and a right actuator assembly 4 at opposite ends. The specifications of the left actuator assembly 2 and the right actuator assembly 4 are consistent and symmetrically arranged. The right actuator assembly 4 includes a right motor assembly 41 and a right deceleration buffer integration 42. One end of the right deceleration buffer integration 42 is fixedly connected to the right stabilizing half rod 5, and the other end of the right deceleration buffer integration 42 is fixedly connected to the right support rod 6. A decoupling device 3 is provided on one side of the right support rod 6. The right motor assembly 41 and the right deceleration buffer integration 42 are connected by a right rack belt 43. The right motor assembly 41 is located directly below the right support rod 6.

[0109] In this structure, the right motor assembly 41 and the right reduction buffer assembly 42 are not on the same axis, and the two transmit torque through a rack belt 43. There are left and right support rods 6 and a decoupling device 3 in the middle of the left and right reduction buffer assemblies. The decoupling device 3 prevents the left and right rotation directions from interfering with each other. The left and right support rods 6 play a certain axial supporting role and support the rack belt 43 to transmit torque. The diameter and length of the left and right support rods 6 are adjusted, and further designed according to the chassis space of different vehicle models. The rack belt device transmits torque, and also changes the transmission ratio by changing the diameter of different driven pulleys to adapt to more vehicle models without the need to re-change the transmission ratio of the reducer, simplifying the transmission ratio design.

[0110] In extreme cases, if the left motor component is damaged and cannot output torque, and the right actuator component outputs torque normally, the body posture stabilizer will only perform anti-roll work, which is equivalent to a single-motor stabilizer. Compared with a single-motor stabilizer, the body posture stabilizer greatly improves the fault tolerance of the body posture stabilizer system and enhances the safety of the car.

Claims

1. A vehicle body posture stabilizing device, characterized in that: The invention comprises a left stabilizing half-rod (1) and a right stabilizing half-rod (5), wherein a left actuator component (2) and a right actuator component (4) are respectively arranged at opposite ends of the left stabilizing half-rod (1) and the right stabilizing half-rod (5), wherein the specifications of the left actuator component (2) and the right actuator component (4) are consistent and symmetrically arranged, and a decoupling device (3) is movably arranged between the left actuator component (2) and the right actuator component (4), and the right actuator component (4) comprises a right motor component (41) and a right deceleration buffer assembly (42), wherein the right motor component (41) is fixedly arranged on one side of the right deceleration buffer assembly (42), and one end of the right deceleration buffer assembly (42) is fixedly connected to the right stabilizing half-rod (5).

2. A vehicle body posture stabilizing device according to claim 1, characterized in that: The left actuator component (2) and the right actuator component (4) output torque according to the control of the controller and the drive of the driver. The torque is decelerated and torque-increased through the deceleration buffer integration and transmitted to the left stabilizing half-rod (1) and the right stabilizing half-rod (5), and the left stabilizing half-rod (1) and the right stabilizing half-rod (5) are transmitted to the vibration absorption of the reducer. The left stabilizing half-rod (1) and the right stabilizing half-rod (5) convert the torque into a moment and are connected to the left and right small suspension rods on the vehicle suspension system, thereby transmitting the moment to the vehicle. The decoupling device (3) decouples the left and right symmetrical devices and makes the movements unrelated.

3. The vehicle body posture stabilizing device according to claim 1, characterized in that: It also includes a right support rod (6) and a right rack belt (43). The left stabilizing half rod (1) and the right stabilizing half rod (5) are respectively provided with a left actuator assembly (2) and a right actuator assembly (4) at opposite ends. The left actuator assembly (2) and the right actuator assembly (4) have the same specifications and are symmetrically arranged. The right actuator assembly (4) includes a right motor assembly (41) and a right deceleration buffer assembly (42). One end of the right deceleration buffer assembly (42) is fixedly connected to the right stabilizing half rod (5), and the other end of the right deceleration buffer assembly (42) is fixedly connected to the right support rod (6). A decoupling device (3) is provided on one side of the right support rod (6). The right motor assembly (41) and the right deceleration buffer assembly (42) are connected by a right rack belt (43). The right motor assembly (41) is located directly below the right support rod (6).

4. A vehicle body posture stabilization control method, characterized in that: The steps include: S1. Vehicle-related sensors collect vehicle driving process signals, and a vehicle posture stabilizer determines a vehicle driving condition, and selects a vehicle posture stabilizer working mode according to the vehicle driving condition. The vehicle driving condition includes a turning condition, a straight driving condition on a good road surface, and a straight driving condition on a bumpy road surface. The vehicle posture stabilizer working mode includes an anti-roll mode and an anti-pitch mode. S2. If the vehicle is judged to be in a turning condition or a straight-ahead condition on a bumpy road, the main goal is to suppress the vehicle body from rolling. At this time, the two motors are controlled to rotate in opposite directions, so that the left stabilizing half-rod (1) and the right stabilizing half-rod (5) generate opposite torques to counteract the vehicle body from rolling. If the vehicle is judged to be in a straight-ahead condition on a good road, the main goal is to suppress the vehicle body from pitching. At this time, the two motors are controlled to rotate in the same direction, so that the left stabilizing half-rod (1) and the right stabilizing half-rod (5) generate the same torque to counteract the vehicle body from pitching. S3, establishing a roll dynamics model and a pitch dynamics model in the corresponding mode, and establishing a roll dynamics model for the purpose of suppressing the body roll under the turning condition and the straight driving condition on the bumpy road, the model is as follows; In the formula, J c is the body roll moment of inertia; C c is the vehicle body roll damping; K c is the vehicle body roll stiffness; m s is the sprung mass of the vehicle; a y is the lateral acceleration of the vehicle; h s is the distance between the center of mass of the vehicle and the center of mass of the roll; g is the acceleration due to gravity, M a Anti-roll moment for the vehicle body posture stabilizer; In order to suppress the vehicle body pitch under the straight driving condition on a good road, a pitch dynamics model is established. The model is as follows; In the formula, J b is the pitch moment of inertia of the vehicle body; C b is the pitch damping of the vehicle body; K b is the pitch stiffness of the vehicle body; m s is the sprung mass of the vehicle; a x is the longitudinal acceleration of the vehicle; h x is the distance between the center of mass of the vehicle and the pitch center of mass; g is the acceleration of gravity, M b Anti-pitch moment for the vehicle body attitude stabilizer; Based on the roll dynamics model and pitch dynamics model, the roll moment change ΔM is obtained in real time under dynamic conditions. a and pitch moment change ΔM b , and then converted into real-time motor output torque.

5. A vehicle body posture stabilization control method according to claim 4, characterized in that: The vehicle driving process signal includes a vehicle lateral acceleration signal, a vehicle longitudinal acceleration signal, a steering wheel angle signal, a vehicle body roll angle signal, and a vehicle body pitch angle signal. The vehicle body roll angle signal and vehicle body pitch angle signal, which are difficult to obtain, are obtained by converting a vehicle height sensor between the suspension and the vehicle.

6. A vehicle body posture stabilization control method according to claim 4, characterized in that: The actual roll angle under the turning condition and the straight driving condition on the bumpy road and ideal roll angle Get the roll angle error Under the straight driving condition on a good road, the pitch angle error Δψ is obtained according to the actual pitch angle ψ1 and the ideal pitch angle ψ2. And the ideal pitch angle ψ2 is set according to the lateral acceleration and the longitudinal acceleration.

7. A vehicle body posture stabilization control method according to claim 4, characterized in that: Considering the handling stability and comfort, set the ideal roll angle and the ideal pitch angle ψ2 are Ideal roll angle Ideal pitch angle ψ2 = 0.04 × ax + ax^2 × 0.004: Take the roll sliding mode function: Among them, λ c >0 Design the rolling sliding mode controller as Among them, ρ c >0 Take the pitch sliding mode function: Among them, λ b >0 Design the pitch sliding mode controller as Among them, ρ b >0.

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