A method and device for steering control of a vehicle active suspension

Abstract

The application provides a steering control method and device for a vehicle active suspension, the steering control method comprising: during steering driving of a target vehicle, determining a desired yaw rate of the target vehicle based on driving speed data and a front wheel steering angle value; determining a yaw rate deviation value of the target vehicle based on a difference between an actual yaw rate and the desired yaw rate and a yaw rate deviation value dead zone corresponding to the driving speed data to determine a steering state; determining a yaw control coefficient of the target vehicle based on the yaw rate deviation value and a control parameter corresponding to the steering state, and determining a preset numerical interval to which the yaw control coefficient belongs; determining a control force output value of the active suspension under the preset numerical interval based on the yaw control coefficient and a lateral acceleration value, and controlling the active suspension to adjust a yaw motion state of the target vehicle. Through the above method, the control effect of the steering stability of the vehicle is improved, and the safety and maneuverability of the vehicle during steering are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle vibration reduction technology, and in particular to a steering control method and device for an active vehicle suspension. Background Technology

[0002] When controlling the chassis of a vehicle, the focus is usually on roll and yaw movements during steering. The vehicle's active suspension system can suppress the torque generated by the roll angle by actively generating opposite vertical forces to the left and right. At the same time, it can control yaw movement by adjusting the distribution of this torque between the front and rear axles. For example, when the vehicle is understeer, more roll torque can be distributed to the rear axle, while when the vehicle is oversteer, more roll torque can be distributed to the front axle, so that the vehicle is in a stable and safe state with neutral steering as much as possible.

[0003] Currently, because vehicles may have different steering requirements at different speeds, traditional steering control systems rely more on the steering system, differential braking system, or distributed drive system to control vehicle steering, resulting in poor control of vehicle stability and thus reducing vehicle safety and handling during steering. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a steering control method and device for an active vehicle suspension. By acquiring vehicle data during steering, the method determines the deviation between the current yaw rate and the expected yaw rate corresponding to neutral steering, thereby determining the vehicle's steering state. The method replaces the fixed controller gain parameter and yaw rate deviation dead zone in traditional yaw control with parameters that vary with vehicle speed. Furthermore, by calculating the yaw control coefficient and combining it with the passive roll moment distribution coefficient and roll moment, the method calculates the control force required by the active suspension and outputs it to the active suspension to achieve yaw control. This improves the control effect on vehicle steering stability, thereby improving the safety and handling of the vehicle during steering.

[0005] This application provides a steering control method for a vehicle active suspension, the steering control method comprising:

[0006] During the turning process of the target vehicle, the driving speed data, front wheel steering angle value, actual yaw rate and lateral acceleration value of the target vehicle are acquired, and the expected yaw rate of the target vehicle is determined based on the driving speed data and the front wheel steering angle value.

[0007] Based on the difference between the absolute value of the actual yaw rate and the absolute value of the expected yaw rate, and the dead zone of the yaw rate deviation value corresponding to the driving speed data, the yaw rate deviation value of the target vehicle is determined to determine the steering state of the target vehicle.

[0008] Based on the yaw rate deviation value and the control parameters corresponding to the steering state, the yaw control coefficient of the target vehicle in each steering state is determined, and the preset value range to which the yaw control coefficient belongs is determined.

[0009] For each preset numerical range, based on the yaw control coefficient and the lateral acceleration value, the control force output value of the active suspension of the target vehicle under the preset numerical range is determined, and the active suspension is controlled to adjust the yaw motion state of the target vehicle according to the control force output value.

[0010] Furthermore, determining the desired yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value includes:

[0011] The longitudinal speed value of the target vehicle is determined from the driving speed data, and the wheelbase value and understeer parameter of the target vehicle are determined from the preset parameters of the target vehicle respectively.

[0012] Based on the longitudinal velocity value, the front wheel steering angle value, the wheelbase value, and the understeer parameter, the expected yaw rate corresponding to the target vehicle is calculated and determined.

[0013] Furthermore, determining the yaw rate deviation value of the target vehicle based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate, and the dead zone of the yaw rate deviation value corresponding to the driving speed data, to determine the steering state of the target vehicle, includes:

[0014] The difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate is determined by subtracting the absolute value corresponding to the expected yaw rate.

[0015] The difference is compared with the dead zone of the yaw rate deviation value corresponding to the driving speed data to obtain the comparison result;

[0016] For each comparison result, based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value, the yaw rate deviation value of the target vehicle under that comparison result is determined;

[0017] The steering state of the target vehicle is determined based on the positive or negative performance corresponding to the yaw rate deviation value.

[0018] Furthermore, for each comparison result, determining the yaw rate deviation value of the target vehicle under that comparison result based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value includes:

[0019] When the comparison result is that the difference is greater than the first boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the first boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0020] When the comparison result is that the difference is less than or equal to the first boundary parameter corresponding to the dead zone of the yaw rate deviation value and the difference is greater than or equal to the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the first preset value is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0021] When the comparison result is that the difference is less than the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the second boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0022] Furthermore, determining the steering state of the target vehicle based on the positive or negative performance corresponding to the yaw rate deviation value includes:

[0023] When the yaw rate deviation value is equal to the first preset value, the steering state of the target vehicle is determined to be a neutral steering state.

[0024] When the yaw rate deviation value is positive, the steering state of the target vehicle is determined to be oversteering.

[0025] When the yaw rate deviation value is negative, the steering state of the target vehicle is determined to be understeering.

[0026] Furthermore, determining the yaw control coefficient of the target vehicle in each steering state based on the yaw rate deviation value and the control parameters corresponding to the steering state, and determining the preset value range to which the yaw control coefficient belongs, includes:

[0027] When the steering state is understeer, the yaw control coefficient of the target vehicle in the understeer state is determined based on the yaw rate deviation value and the first control parameter corresponding to the understeer state.

[0028] When the steering state is a neutral steering state or an oversteering state, the yaw control coefficient of the target vehicle in the neutral steering state or the oversteering state is determined based on the yaw rate deviation value and the second control parameter corresponding to the oversteering state.

[0029] The yaw control coefficient is compared with a first preset value and a second preset value, and based on the comparison results, the preset value range to which the yaw control coefficient belongs is determined.

[0030] Furthermore, for each preset numerical range, determining the control force output value of the target vehicle's active suspension within that preset numerical range, based on the yaw control coefficient and the lateral acceleration value, includes:

[0031] Based on the lateral acceleration value and the preset parameters of the target vehicle, the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle are determined respectively.

[0032] When the preset value range to which the yaw control coefficient belongs is the first preset value range, based on the wheelbase value of the target vehicle, the yaw control coefficient, the active suspension roll moment value and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the first preset value range respectively.

[0033] When the preset value range to which the yaw control coefficient belongs is the second preset value range or the third preset value range, based on the wheelbase value of the target vehicle, the roll moment value of the active suspension and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the second preset value range or the third preset value range, respectively.

[0034] Furthermore, determining the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value and preset parameters of the target vehicle includes:

[0035] The following parameters of the target vehicle are determined from the preset parameters of the target vehicle: vehicle mass, sprung mass, front axle roll center height, rear axle roll center height, sprung mass center height, target roll angle, front axle suspension roll stiffness, rear axle suspension roll stiffness, front axle mass ratio, and rear axle mass ratio.

[0036] Based on the lateral acceleration value, the gravitational acceleration at the location of the target vehicle, the sprung mass, the roll center height of the front axle of the vehicle, the roll center height of the rear axle of the vehicle, the height of the sprung mass center of mass, and the target roll angle value, the roll moment value of the center of mass of the target vehicle is calculated and determined.

[0037] Based on the center of gravity roll moment value, the target roll angle value, the front axle suspension roll stiffness, and the rear axle suspension roll stiffness, the active suspension roll moment value of the target vehicle is calculated and determined.

[0038] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio, the passive roll moment distribution coefficient of the target vehicle is calculated and determined.

[0039] Furthermore, the calculation and determination of the passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio includes:

[0040] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the front axle mass ratio, the front axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined.

[0041] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the rear axle mass ratio, the rear axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined.

[0042] The front axle distributed torque value is added to the rear axle distributed torque value to obtain the sum, and the ratio between the front axle distributed torque value and the sum is determined as the passive roll moment distribution coefficient of the target vehicle.

[0043] This application embodiment also provides a steering control device for a vehicle active suspension, the steering control device comprising:

[0044] The expected calculation module is used to acquire the target vehicle's driving speed data, front wheel steering angle value, actual yaw rate and lateral acceleration value during the target vehicle's turning process, and determine the expected yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value.

[0045] The deviation calculation module is used to determine the yaw rate deviation value of the target vehicle based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate and the dead zone of the yaw rate deviation value corresponding to the driving speed data, so as to determine the steering state of the target vehicle.

[0046] The yaw control module is used to determine the yaw control coefficient of the target vehicle in each of the steering states based on the yaw rate deviation value and the control parameters corresponding to the steering state, and to determine the preset value range to which the yaw control coefficient belongs.

[0047] The output control module is used to determine the control force output value of the active suspension of the target vehicle in each preset numerical range based on the yaw control coefficient and the lateral acceleration value, and to control the active suspension to adjust the yaw motion state of the target vehicle according to the control force output value.

[0048] Furthermore, when the expectation calculation module determines the expected yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value, the expectation calculation module is used to:

[0049] The longitudinal speed value of the target vehicle is determined from the driving speed data, and the wheelbase value and understeer parameter of the target vehicle are determined from the preset parameters of the target vehicle respectively.

[0050] Based on the longitudinal velocity value, the front wheel steering angle value, the wheelbase value, and the understeer parameter, the expected yaw rate corresponding to the target vehicle is calculated and determined.

[0051] Furthermore, when the deviation calculation module determines the yaw rate deviation value of the target vehicle based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate and the dead zone of the yaw rate deviation value corresponding to the driving speed data, in order to determine the steering state of the target vehicle, the deviation calculation module is used to:

[0052] The difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate is determined by subtracting the absolute value corresponding to the expected yaw rate.

[0053] The difference is compared with the dead zone of the yaw rate deviation value corresponding to the driving speed data to obtain the comparison result;

[0054] For each comparison result, based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value, the yaw rate deviation value of the target vehicle under that comparison result is determined;

[0055] The steering state of the target vehicle is determined based on the positive or negative performance corresponding to the yaw rate deviation value.

[0056] Furthermore, when the deviation calculation module determines the yaw rate deviation value of the target vehicle under each comparison result based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value, the deviation calculation module is used to:

[0057] When the comparison result is that the difference is greater than the first boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the first boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0058] When the comparison result is that the difference is less than or equal to the first boundary parameter corresponding to the dead zone of the yaw rate deviation value and the difference is greater than or equal to the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the first preset value is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0059] When the comparison result is that the difference is less than the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the second boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0060] Furthermore, when the deviation calculation module is used to determine the steering state of the target vehicle based on the positive or negative performance corresponding to the yaw rate deviation value, the deviation calculation module is used to:

[0061] When the yaw rate deviation value is equal to the first preset value, the steering state of the target vehicle is determined to be a neutral steering state.

[0062] When the yaw rate deviation value is positive, the steering state of the target vehicle is determined to be oversteering.

[0063] When the yaw rate deviation value is negative, the steering state of the target vehicle is determined to be understeering.

[0064] Furthermore, when the yaw control module determines the yaw control coefficient of the target vehicle in each steering state based on the yaw rate deviation value and the control parameters corresponding to the steering state, and determines the preset value range to which the yaw control coefficient belongs, the yaw control module is used to:

[0065] When the steering state is understeer, the yaw control coefficient of the target vehicle in the understeer state is determined based on the yaw rate deviation value and the first control parameter corresponding to the understeer state.

[0066] When the steering state is a neutral steering state or an oversteering state, the yaw control coefficient of the target vehicle in the neutral steering state or the oversteering state is determined based on the yaw rate deviation value and the second control parameter corresponding to the oversteering state.

[0067] The yaw control coefficient is compared with a first preset value and a second preset value, and based on the comparison results, the preset value range to which the yaw control coefficient belongs is determined.

[0068] Furthermore, when the output control module determines the control force output value of the target vehicle's active suspension within each preset numerical range based on the yaw control coefficient and the lateral acceleration value, the output control module is used to:

[0069] Based on the lateral acceleration value and the preset parameters of the target vehicle, the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle are determined respectively.

[0070] When the preset value range to which the yaw control coefficient belongs is the first preset value range, based on the wheelbase value of the target vehicle, the yaw control coefficient, the active suspension roll moment value and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the first preset value range respectively.

[0071] When the preset value range to which the yaw control coefficient belongs is the second preset value range or the third preset value range, based on the wheelbase value of the target vehicle, the roll moment value of the active suspension and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the second preset value range or the third preset value range, respectively.

[0072] Furthermore, when the output control module determines the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value and preset parameters of the target vehicle, the output control module is used to:

[0073] The following parameters of the target vehicle are determined from the preset parameters of the target vehicle: vehicle mass, sprung mass, front axle roll center height, rear axle roll center height, sprung mass center height, target roll angle, front axle suspension roll stiffness, rear axle suspension roll stiffness, front axle mass ratio, and rear axle mass ratio.

[0074] Based on the lateral acceleration value, the gravitational acceleration at the location of the target vehicle, the sprung mass, the roll center height of the front axle of the vehicle, the roll center height of the rear axle of the vehicle, the height of the sprung mass center of mass, and the target roll angle value, the roll moment value of the center of mass of the target vehicle is calculated and determined.

[0075] Based on the center of gravity roll moment value, the target roll angle value, the front axle suspension roll stiffness, and the rear axle suspension roll stiffness, the active suspension roll moment value of the target vehicle is calculated and determined.

[0076] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio, the passive roll moment distribution coefficient of the target vehicle is calculated and determined.

[0077] Furthermore, when the output control module calculates and determines the passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio, the output control module is used to:

[0078] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the front axle mass ratio, the front axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined.

[0079] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the rear axle mass ratio, the rear axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined.

[0080] The front axle distributed torque value is added to the rear axle distributed torque value to obtain the sum, and the ratio between the front axle distributed torque value and the sum is determined as the passive roll moment distribution coefficient of the target vehicle.

[0081] This application also provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the above-described vehicle active suspension steering control method are performed.

[0082] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, performs the steps of the above-described vehicle active suspension steering control method.

[0083] The present application provides a vehicle active suspension steering control method and apparatus. The steering control method includes: during the steering of a target vehicle, acquiring the target vehicle's driving speed data, front wheel steering angle value, actual yaw rate, and lateral acceleration value; determining the desired yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value; determining the yaw rate deviation value of the target vehicle based on the difference between the absolute value of the actual yaw rate and the absolute value of the desired yaw rate and the dead zone of the yaw rate deviation value corresponding to the driving speed data, thereby determining the steering state of the target vehicle; determining the yaw control coefficient of the target vehicle in each steering state based on the yaw rate deviation value and the control parameters corresponding to the steering state, and determining a preset value range to which the yaw control coefficient belongs; for each preset value range, determining the control force output value of the active suspension of the target vehicle in the preset value range based on the yaw control coefficient and the lateral acceleration value, and controlling the active suspension to adjust the yaw motion state of the target vehicle according to the control force output value.

[0084] Compared to existing technologies that rely on steering systems, differential braking systems, or distributed drive systems to control vehicle steering, this method acquires vehicle data during steering to determine the deviation between the current yaw rate and the expected yaw rate corresponding to neutral steering. This determines the vehicle's steering state. Furthermore, it replaces the fixed controller gain parameters and yaw rate deviation dead zone in traditional yaw control with parameters that vary with vehicle speed. By calculating the yaw control coefficient, combined with the passive roll moment distribution coefficient and roll moment, it calculates the control force required by the active suspension and outputs it to the active suspension to achieve yaw control. This improves the control effect on vehicle steering stability, thereby enhancing vehicle safety and handling during steering.

[0085] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0086] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0087] Figure 1 A flowchart illustrating a steering control method for an active vehicle suspension provided in this application embodiment;

[0088] Figure 2 This is a schematic diagram of the structure of a vehicle active suspension system provided in an embodiment of this application;

[0089] Figure 3 A schematic diagram of a vehicle steering control trajectory provided in an embodiment of this application;

[0090] Figure 4 A schematic diagram of the structure of a steering control device for a vehicle active suspension provided in an embodiment of this application;

[0091] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0092] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0093] Research has shown that with the development of automotive technology, active suspension, which can adjust vertical support force and damping, has become a new trend in intelligent chassis development. Compared with traditional passive suspension, active suspension systems can use hydraulic, electromechanical, or electro-hydraulic hybrid mechanisms with adjustable or output active force, combined with electronic control units, sensors, and vehicle network information, to control suspension motion, thereby improving vehicle chassis performance and enhancing vehicle ride comfort and driving handling.

[0094] Currently, because the steering requirements of a vehicle may vary at different speeds, for example, at low speeds, appropriate oversteer can reduce the turning radius and make the vehicle more agile, while at high speeds, suppressing oversteer can improve safety.

[0095] Traditional steering control systems rely more on the steering system, differential braking system, or distributed drive system to control vehicle steering, resulting in poor control over vehicle stability and thus reducing vehicle safety and handling during steering.

[0096] Based on this, this application provides a steering control method for an active vehicle suspension. By acquiring vehicle data during steering, the method determines the deviation between the current yaw rate and the expected yaw rate corresponding to neutral steering, thereby determining the vehicle's steering state. The method replaces the fixed controller gain parameter and yaw rate deviation dead zone in traditional yaw control with parameters that vary with vehicle speed. Furthermore, by calculating the yaw control coefficient and combining it with the passive roll moment distribution coefficient and roll moment, the method calculates the control force required by the active suspension and outputs it to the active suspension to achieve yaw control. This improves the control effect on vehicle steering stability, thereby improving the safety and handling of the vehicle during steering.

[0097] Please see Figure 1 , Figure 1 This is a flowchart illustrating a steering control method for a vehicle active suspension provided in an embodiment of this application. Figure 1 As shown in the embodiment of this application, the vehicle active suspension steering control method includes:

[0098] S100. During the turning process of the target vehicle, acquire the target vehicle's driving speed data, front wheel steering angle value, actual yaw rate and lateral acceleration value, and determine the expected yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value.

[0099] In this step, the CAN network installed in the target vehicle is used to acquire the target vehicle's driving speed data, front wheel steering angle value, actual yaw rate and lateral acceleration value; then, the preset parameters of the target vehicle are determined; and based on the driving speed data, front wheel steering angle value and the specified parameters in the preset parameters, the expected yaw rate of the target vehicle is determined.

[0100] Here, the desired yaw rate refers to the ideal speed at which the vehicle rotates around its vertical axis, calculated based on the driver's input and the vehicle's current driving state, in vehicle dynamic control. The desired yaw rate is an important parameter in the vehicle stability control system, used to evaluate and adjust the vehicle's actual behavior to match the driver's intentions.

[0101] The driving speed data may include, but is not limited to, longitudinal speed values, lateral speed values, and combined speed values; the front wheel steering angle value may be obtained by proportionally converting the angle of the driver's steering wheel operation.

[0102] In one embodiment of this application, in specific implementation, the step S100 of determining the desired yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value may include:

[0103] S110. Determine the longitudinal speed value of the target vehicle from the driving speed data, and determine the wheelbase value and understeer parameter of the target vehicle from the preset parameters of the target vehicle.

[0104] In this embodiment of the application, the wheelbase value of the target vehicle represents the distance between the centers of the left and right tires of the target vehicle; the understeer parameter can be pre-calibrated by analyzing the vehicle's geometry and tire characteristics when the target vehicle is in a neutral steering state, and is used to describe the understeer characteristics of the vehicle in a stable state.

[0105] S120. Based on the longitudinal speed value, the front wheel steering angle value, the wheelbase value, and the understeer parameter, calculate and determine the expected yaw rate corresponding to the target vehicle.

[0106] In this embodiment of the application, the formula for calculating the expected yaw rate of the target vehicle is as follows.

[0107]

[0108] Where, γ tar δ represents the desired yaw rate for the target vehicle; δ is the front wheel steering angle; v x L is the longitudinal velocity value; K is the wheelbase value. us This is the understeer parameter.

[0109] S200. Based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate, and the dead zone of the yaw rate deviation value corresponding to the driving speed data, determine the yaw rate deviation value of the target vehicle, so as to determine the steering state of the target vehicle.

[0110] In one embodiment of this application, step S200 may include:

[0111] S210. The difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate is calculated to determine the difference between the actual yaw rate and the expected yaw rate.

[0112] In this embodiment, the positive and negative values ​​of the actual yaw rate and the expected yaw rate are used to indicate whether the target vehicle is making a left turn or a right turn. Specifically, when the target vehicle is making a left turn, both the actual yaw rate and the expected yaw rate are positive; when the target vehicle is making a right turn, both the actual yaw rate and the expected yaw rate are negative.

[0113] In this step, the absolute value of the actual yaw rate is subtracted from the absolute value of the expected yaw rate to obtain the difference between the actual yaw rate and the expected yaw rate.

[0114] S220. Compare the difference with the dead zone of the yaw rate deviation value corresponding to the driving speed data to obtain the comparison result.

[0115] In the embodiments of this application, the yaw rate deviation deadband generally refers to a range of permissible yaw rate deviations of the vehicle. Within this range, the vehicle dynamic control system will not intervene because the deviation is considered to be within an acceptable range and may be due to minor changes caused by normal driver operation.

[0116] In this step, based on the driving speed data, the boundary parameters of the dead zone of the yaw rate deviation value are determined using a preset one-dimensional comparison table of speed and yaw rate deviation value dead zone, namely, the first boundary parameter and the second boundary parameter of the dead zone of the yaw rate deviation value; then, the difference is compared with the boundary parameters of the dead zone of the yaw rate deviation value to determine the comparison result.

[0117] Here, the comparison result may include the difference being less than or equal to the first boundary parameter corresponding to the dead zone of the yaw rate deviation value and the difference being greater than or equal to the second boundary parameter corresponding to the dead zone of the yaw rate deviation value; the difference being greater than the first boundary parameter corresponding to the dead zone of the yaw rate deviation value; and the difference being less than the second boundary parameter corresponding to the dead zone of the yaw rate deviation value.

[0118] Among them, the first boundary parameter of the dead zone of yaw rate deviation value represents the upper limit of the dead zone of yaw rate deviation value; the second boundary parameter of the dead zone of yaw rate deviation value represents the lower limit of the dead zone of yaw rate deviation value.

[0119] In this way, by applying the dynamic dead zone when calculating the yaw rate deviation value, the allowable degree of understeer or oversteer at different vehicle speeds can be changed by the range of the dead zone of the yaw rate deviation value that changes with vehicle speed, thereby improving the safety and handling of the vehicle when turning.

[0120] S230. For each comparison result, based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value, determine the yaw rate deviation value of the target vehicle under that comparison result.

[0121] In one embodiment of this application, step S230 may include:

[0122] S231. When the comparison result is that the difference is greater than the first boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the first boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0123] In this embodiment of the application, when the difference is greater than the first boundary parameter corresponding to the dead zone of the yaw rate deviation value, the expression for calculating the yaw rate deviation value is as follows.

[0124] γ e =|γ|-|γ tar |-γ db1 ,|γ|-|γ tar |>γ db1 .

[0125] Where, γ e |γ| represents the deviation of the yaw rate; |γ| represents the absolute value corresponding to the actual yaw rate; tar | represents the absolute value corresponding to the expected yaw rate; γ db1 This represents the first boundary parameter corresponding to the dead zone of the yaw rate deviation value.

[0126] S232. When the comparison result is that the difference is less than or equal to the first boundary parameter corresponding to the dead zone of the yaw rate deviation value and the difference is greater than or equal to the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the first preset value is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0127] In this embodiment of the application, the first preset value is generally set to 0; when the difference is less than or equal to the first boundary parameter corresponding to the dead zone of the yaw rate deviation value and the difference is greater than or equal to the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the expression for calculating the yaw rate deviation value is as follows.

[0128] γ e =0,γ db0 ≤|γ|-|γ tar |≤γ db1 .

[0129] Where, γ e |γ| represents the deviation of the yaw rate; |γ| represents the absolute value corresponding to the actual yaw rate; tar | represents the absolute value corresponding to the expected yaw rate; γ db1 γ represents the first boundary parameter corresponding to the dead zone of the yaw rate deviation value; db0 This represents the second boundary parameter corresponding to the dead zone of the yaw rate deviation value.

[0130] S233. When the comparison result is that the difference is less than the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the second boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0131] In this embodiment of the application, when the difference is less than the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the expression for calculating the yaw rate deviation value is as follows.

[0132] γ e =|γ|-|γ tar |-γ db0 ,|γ|-|γ tar |<γ db0 .

[0133] Where, γ e |γ| represents the deviation of the yaw rate; |γ| represents the absolute value corresponding to the actual yaw rate; tar | represents the absolute value corresponding to the expected yaw rate; γ db0 This represents the second boundary parameter corresponding to the dead zone of the yaw rate deviation value.

[0134] S234. Based on the positive or negative performance corresponding to the yaw rate deviation value, determine the steering state of the target vehicle.

[0135] In one embodiment of this application, step S234 may include:

[0136] S2341. When the yaw rate deviation value is equal to the first preset value, the steering state of the target vehicle is determined to be a neutral steering state.

[0137] In this step, when the yaw rate deviation value is equal to 0, the steering state of the target vehicle is determined to be a neutral steering state. That is, the vehicle turns accurately according to the driver's intention and the input steering wheel angle, without any additional direction correction requirements. At this time, the side slip angles of the front and rear wheels of the vehicle enable the vehicle to maintain an ideal turning trajectory, providing the best handling stability and driving experience.

[0138] S2342. When the yaw rate deviation value is positive, the steering state of the target vehicle is determined to be an oversteering state.

[0139] In this step, when the yaw rate deviation value is greater than 0, the steering state of the target vehicle is determined to be oversteer, that is, the vehicle will turn along a smaller arc than expected, which may cause the rear of the vehicle to slide outward, increasing the risk of loss of control.

[0140] S2343. When the yaw rate deviation value is negative, the steering state of the target vehicle is determined to be understeering.

[0141] In this step, when the yaw rate deviation is less than 0, the target vehicle's steering state is determined to be understeer. That is, the vehicle will turn along a larger arc than expected, and the turning radius of the vehicle is greater than the ideal value. Usually, a larger steering wheel angle is required to achieve the required turning path.

[0142] S300. Based on the yaw rate deviation value and the control parameters corresponding to the steering state, determine the yaw control coefficient of the target vehicle in each steering state, and determine the preset value range to which the yaw control coefficient belongs.

[0143] In this embodiment, the control parameter corresponding to the steering state represents a PID control parameter. The control parameter corresponding to the steering state can change with the vehicle speed. In engineering, the value change is generally achieved by a one-dimensional lookup table with the vehicle speed as the reference point, and the value of this table is modified by calibration during the actual vehicle test.

[0144] The control parameters corresponding to the steering state may include a first control parameter corresponding to the understeer state and a second control parameter corresponding to the oversteer state.

[0145] By applying different control parameters for different steering states and vehicle speeds, the problem that fixed yaw control parameters cannot change the yaw control target with vehicle speed can be effectively solved, so as to better meet the yaw stability control requirements at different vehicle speeds and further improve the vehicle's handling when steering.

[0146] In one embodiment of this application, step S300 may include:

[0147] S310. When the steering state is understeering, the yaw control coefficient of the target vehicle in the understeering state is determined based on the yaw rate deviation value and the first control parameter corresponding to the understeering state.

[0148] In this embodiment of the application, the expression for calculating the yaw control coefficient of the target vehicle under the understeer state is as follows.

[0149]

[0150] Where, λ actv K represents the yaw control factor. pu K iu and K du The first control parameter corresponding to the understeering state; γ e This indicates the yaw rate deviation value.

[0151] S320. When the steering state is a neutral steering state or an oversteering state, the yaw control coefficient of the target vehicle in the neutral steering state or the oversteering state is determined based on the yaw rate deviation value and the second control parameter corresponding to the oversteering state.

[0152] In this embodiment of the application, the expression for calculating the yaw control coefficient of the target vehicle in a neutral steering state or an oversteering state is as follows.

[0153]

[0154] Where, λ actv K represents the yaw control factor. po K io and K do The second control parameter corresponding to the oversteering state; γ e This indicates the yaw rate deviation value.

[0155] S330. The yaw control coefficient is compared with the first preset value and the second preset value respectively, and based on the comparison results, the preset value range to which the yaw control coefficient belongs is determined.

[0156] Here, the preset value range may include a first preset value range, a second preset value range, and a third preset value range.

[0157] In the embodiments of this application, the first preset value is generally set to 0, and the second preset value is generally set to 1. That is, the first preset value range is (0,1); the second preset value range is (-∞,0]; and the third preset value range is [1,+∞).

[0158] In this step, the yaw control coefficient is compared with 1 and 0 respectively to determine whether the comparison result of the yaw control coefficient is greater than or equal to 1, less than or equal to 0, or between 0 and 1. That is, the preset value range to which the yaw control coefficient belongs is determined.

[0159] S400. For each preset numerical range, based on the yaw control coefficient and the lateral acceleration value, determine the control force output value of the active suspension of the target vehicle in the preset numerical range, and control the active suspension to adjust the yaw motion state of the target vehicle according to the control force output value.

[0160] In this step, after determining the control force output value of the active suspension of the target vehicle in each preset value range, the control force output value can be added to the output value of other control strategies to obtain the target output value, and the target output value is sent as a command to the active suspension actuator to control the yaw motion state of the vehicle and improve steering stability.

[0161] For example, please refer to Figure 2 , Figure 2 This is a schematic diagram of a vehicle active suspension system provided in an embodiment of this application. Figure 2As shown in the figure, the vehicle active suspension steering control device provided in this application embodiment receives vehicle network information, executes the vehicle active suspension steering control method provided in this application embodiment, and obtains a target output value; then, the target output value is sent as an instruction to the active suspension actuator, and the actuator generates an active control force that is not affected by the passive spring force and passive damping force according to the control instruction, thereby changing the vehicle chassis motion dynamics.

[0162] In one embodiment of this application, in specific implementation, step S400, for each preset numerical interval, determining the control force output value of the target vehicle's active suspension within that preset numerical interval based on the yaw control coefficient and the lateral acceleration value, may include:

[0163] S410. Based on the lateral acceleration value and the preset parameters of the target vehicle, determine the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle, respectively.

[0164] In one embodiment of this application, step S410 may include:

[0165] S411. Determine the following parameters of the target vehicle from the preset parameters of the target vehicle: vehicle mass, sprung mass, front axle roll center height, rear axle roll center height, sprung mass center height, target roll angle, front axle suspension roll stiffness, rear axle suspension roll stiffness, front axle mass ratio, and rear axle mass ratio.

[0166] In this embodiment, the front axle roll center height and the rear axle roll center height represent the height of the roll center of the front and rear axles relative to the ground; the sprung mass center height represents the height of the sprung mass center relative to the ground; the front axle mass ratio and the rear axle mass ratio are the proportions of the vehicle weight distributed between the front and rear axles, respectively, and must satisfy the requirement that the sum of the front axle mass ratio and the rear axle mass ratio is 1.

[0167] The target roll angle value is the target roll angle in roll angle control. In general engineering, roll angle control and yaw control are used simultaneously to adjust the lateral movement of the vehicle. Using the target roll angle is more conducive to maintaining stable control output than using the estimated actual vehicle roll angle, and avoids the disturbance when the actuator is actuated being amplified by the estimator and destroying the stability of the roll.

[0168] S412. Based on the lateral acceleration value, the gravitational acceleration at the location of the target vehicle, the sprung mass, the front axle roll center height value, the rear axle roll center height value, the sprung mass center height value, and the target roll angle value, calculate and determine the center of gravity roll moment value of the target vehicle.

[0169] In this embodiment of the application, the center of gravity roll moment value represents the roll moment acting on the center of gravity of the vehicle body when the vehicle is turning. The formula for calculating the center of gravity roll moment value of the target vehicle is as follows.

[0170]

[0171] Among them, M cog Indicates the moment of tilting at the center of gravity; m s Indicates the sprung mass; h f and h r These represent the front axle roll center height and the rear axle roll center height, respectively; h cog Indicates the height of the center of mass of the spring-loaded mass; a y This represents the lateral acceleration value; g represents the gravitational acceleration at the location of the target vehicle. This indicates the target's roll angle value.

[0172] S413. Based on the center of gravity roll moment value, the target roll angle value, the front axle suspension roll stiffness, and the rear axle suspension roll stiffness, calculate and determine the active suspension roll moment value of the target vehicle.

[0173] In this step, when calculating the active suspension roll moment value of the target vehicle, an open-loop roll angle control strategy is applied. The application of this roll angle control strategy is not limited to a specific method. That is, arbitrarily changing the vehicle's roll angle control strategy will not affect the control effect of calculating the active suspension yaw control force based on the active suspension roll moment value given by this invention.

[0174] In this embodiment of the application, the formula for calculating the active suspension roll moment value of the target vehicle is as follows.

[0175]

[0176] in, Indicates the roll moment value of the active suspension; M cog This indicates the value of the tilting moment at the center of gravity; Indicates the target's roll angle value; and These represent the roll stiffness of the front axle suspension and the roll stiffness of the rear axle suspension, respectively.

[0177] S414. Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio, calculate and determine the passive roll moment distribution coefficient of the target vehicle.

[0178] Here, the passive roll moment distribution coefficient of the target vehicle is used to describe the roll moment distribution state at this time.

[0179] In one embodiment of this application, step S414 may include:

[0180] S4141. Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the front axle mass ratio, calculate and determine the front axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force.

[0181] In this embodiment of the application, the formula for calculating the front axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is shown below.

[0182]

[0183] Among them, M f Indicates the front axle torque distribution value; and These represent the roll stiffness of the front axle suspension and the roll stiffness of the rear axle suspension, respectively; m represents the vehicle mass; M cog Indicates the moment of tilting at the center of gravity; a y Indicates the lateral acceleration value; W f This indicates the front axle mass ratio.

[0184] S4142. Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the rear axle mass ratio, calculate and determine the rear axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force.

[0185] In this embodiment of the application, the formula for calculating the rear axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is shown below.

[0186]

[0187] Among them, M r Indicates the torque distribution value of the rear axle; and These represent the roll stiffness of the front axle suspension and the roll stiffness of the rear axle suspension, respectively; m represents the vehicle mass; M cog Indicates the moment of tilting at the center of gravity; a y Indicates the lateral acceleration value; W r This indicates the rear axle mass ratio.

[0188] S4143. Add the front axle distribution torque value to the rear axle distribution torque value to obtain the summation result, and determine the ratio between the front axle distribution torque value and the summation result as the passive roll torque distribution coefficient of the target vehicle.

[0189] In this embodiment of the application, the expression for calculating the passive roll moment distribution coefficient of the target vehicle is as follows.

[0190]

[0191] Where, λ pas M represents the passive roll moment distribution coefficient; f and M r These represent the front axle and rear axle torque values ​​respectively when the active suspension of the target vehicle does not actively generate output force.

[0192] S420. When the preset value range to which the yaw control coefficient belongs is the first preset value range, based on the wheelbase value of the target vehicle, the yaw control coefficient, the active suspension roll moment value, and the passive roll moment distribution coefficient, determine the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension, and right rear active suspension of the target vehicle in the first preset value range.

[0193] In this step, when the yaw control coefficient belongs to the first preset value range, that is, the yaw control coefficient is greater than 0 and less than 1, the formulas for calculating the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle under the first preset value range are as follows.

[0194]

[0195] Where F1, F2, F3, and F4 represent the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension, and right rear active suspension of the target vehicle, respectively; λ pas Indicates the passive roll moment distribution coefficient; Indicates the roll moment value of the active suspension; λ actv represents the yaw control coefficient; L represents the wheelbase value of the target vehicle.

[0196] S430. When the preset value range to which the yaw control coefficient belongs is the second preset value range or the third preset value range, based on the wheelbase value of the target vehicle, the roll moment value of the active suspension and the passive roll moment distribution coefficient, determine the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle in the second preset value range or the third preset value range respectively.

[0197] In this step, when the yaw control coefficient belongs to the second preset value range, that is, when the yaw control coefficient is less than or equal to 0, the formulas for calculating the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle under the second preset value range are as follows.

[0198]

[0199] Furthermore, when the yaw control coefficient belongs to the third preset value range, that is, when the yaw control coefficient is greater than or equal to 1, the formulas for calculating the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle under the third preset value range are as follows.

[0200]

[0201] Where F1, F2, F3, and F4 represent the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension, and right rear active suspension of the target vehicle, respectively; λ pas Indicates the passive roll moment distribution coefficient; This indicates the active suspension roll moment value; L indicates the wheelbase value of the target vehicle.

[0202] For example, please refer to Figure 3 , Figure 3 This is a schematic diagram of the driving trajectory of a vehicle steering control according to an embodiment of this application. The trajectory of a target vehicle undergoing uniform acceleration with a fixed steering wheel angle of 60° is shown below. Figure 3 As shown, the dashed line represents the vehicle's trajectory with active suspension control disabled; the dotted line represents the vehicle's trajectory using a traditional fixed-parameter active suspension yaw control strategy, which can also be considered an ideal trajectory for neutral steering; the solid line represents the vehicle's trajectory after applying the active suspension control method for improving vehicle yaw stability provided by this invention.

[0203] like Figure 3 As shown in the figure, under the control of the steering control method provided in this application embodiment, the target vehicle's ability to track the desired yaw rate at low speed is consistent with the fixed parameter yaw control, which can maintain a neutral steering state well without obvious overshoot or delay; near the marked point, the yaw rate tracking control overshoots due to the increase in gain, indicating that the yaw motion control effect can change with vehicle speed, which can better meet the yaw stability control requirements at different vehicle speeds and further improve the vehicle's handling when steering.

[0204] Furthermore, from Figure 3As can be seen, when the vehicle is at low speed (before reaching the marked data point), the driving trajectory tends to oversteer. When the vehicle speed increases to a certain level (after reaching the marked data point), the driving trajectory tends to understeer. By changing the dead zone range with vehicle speed, the allowable degree of understeer and oversteer at different vehicle speeds is changed, thereby improving the safety and handling of the vehicle when turning.

[0205] The vehicle active suspension steering control method provided in this application acquires vehicle data during steering to determine the deviation between the current yaw rate and the expected yaw rate corresponding to neutral steering, thereby determining the vehicle's steering state. It replaces the fixed controller gain parameters and yaw rate deviation dead zone in traditional yaw control with parameters that vary with vehicle speed. Furthermore, it calculates the yaw control coefficient, combines it with the passive roll moment distribution coefficient and roll moment to calculate the control force required by the active suspension, and outputs it to the active suspension to achieve yaw control. This improves the control effect on vehicle steering stability, thereby enhancing vehicle safety and handling during steering.

[0206] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of a steering control device for a vehicle active suspension provided in an embodiment of this application. Figure 4 As shown, the steering control device 400 includes:

[0207] The expected calculation module 410 is used to acquire the target vehicle's driving speed data, front wheel steering angle value, actual yaw rate and lateral acceleration value during the target vehicle's turning process, and determine the expected yaw rate corresponding to the target vehicle based on the driving speed data and the front wheel steering angle value.

[0208] The deviation calculation module 420 is used to determine the yaw rate deviation value of the target vehicle based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate and the dead zone of the yaw rate deviation value corresponding to the driving speed data, so as to determine the steering state of the target vehicle.

[0209] The yaw control module 430 is used to determine the yaw control coefficient of the target vehicle in each of the steering states based on the yaw rate deviation value and the control parameters corresponding to the steering state, and to determine the preset value range to which the yaw control coefficient belongs.

[0210] The output control module 440 is used to determine the control force output value of the active suspension of the target vehicle in each preset numerical range based on the yaw control coefficient and the lateral acceleration value, and to control the active suspension to adjust the yaw motion state of the target vehicle according to the control force output value.

[0211] Furthermore, when the expectation calculation module 410 determines the expected yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value, the expectation calculation module 410 is used to:

[0212] The longitudinal speed value of the target vehicle is determined from the driving speed data, and the wheelbase value and understeer parameter of the target vehicle are determined from the preset parameters of the target vehicle respectively.

[0213] Based on the longitudinal velocity value, the front wheel steering angle value, the wheelbase value, and the understeer parameter, the expected yaw rate corresponding to the target vehicle is calculated and determined.

[0214] Furthermore, when the deviation calculation module 420 determines the yaw rate deviation value of the target vehicle based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate and the dead zone of the yaw rate deviation value corresponding to the driving speed data, in order to determine the steering state of the target vehicle, the deviation calculation module 420 is used to:

[0215] The difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate is determined by subtracting the absolute value corresponding to the expected yaw rate.

[0216] The difference is compared with the dead zone of the yaw rate deviation value corresponding to the driving speed data to obtain the comparison result;

[0217] For each comparison result, based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value, the yaw rate deviation value of the target vehicle under that comparison result is determined;

[0218] The steering state of the target vehicle is determined based on the positive or negative performance corresponding to the yaw rate deviation value.

[0219] Furthermore, when the deviation calculation module 420 determines the yaw rate deviation value of the target vehicle under each comparison result based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value, the deviation calculation module 420 is used to:

[0220] When the comparison result is that the difference is greater than the first boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the first boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0221] When the comparison result is that the difference is less than or equal to the first boundary parameter corresponding to the dead zone of the yaw rate deviation value and the difference is greater than or equal to the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the first preset value is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0222] When the comparison result is that the difference is less than the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the second boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

[0223] Furthermore, when the deviation calculation module 420 determines the steering state of the target vehicle based on the positive or negative performance corresponding to the yaw rate deviation value, the deviation calculation module 420 is used to:

[0224] When the yaw rate deviation value is equal to the first preset value, the steering state of the target vehicle is determined to be a neutral steering state.

[0225] When the yaw rate deviation value is positive, the steering state of the target vehicle is determined to be oversteering.

[0226] When the yaw rate deviation value is negative, the steering state of the target vehicle is determined to be understeering.

[0227] Furthermore, when the yaw control module 430 determines the yaw control coefficient of the target vehicle in each steering state based on the yaw rate deviation value and the control parameters corresponding to the steering state, and determines the preset value range to which the yaw control coefficient belongs, the yaw control module 430 is used to:

[0228] When the steering state is understeer, the yaw control coefficient of the target vehicle in the understeer state is determined based on the yaw rate deviation value and the first control parameter corresponding to the understeer state.

[0229] When the steering state is a neutral steering state or an oversteering state, the yaw control coefficient of the target vehicle in the neutral steering state or the oversteering state is determined based on the yaw rate deviation value and the second control parameter corresponding to the oversteering state.

[0230] The yaw control coefficient is compared with a first preset value and a second preset value, and based on the comparison results, the preset value range to which the yaw control coefficient belongs is determined.

[0231] Furthermore, when the output control module 440 determines the control force output value of the target vehicle's active suspension within each preset numerical range based on the yaw control coefficient and the lateral acceleration value, the output control module 440 is used to:

[0232] Based on the lateral acceleration value and the preset parameters of the target vehicle, the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle are determined respectively.

[0233] When the preset value range to which the yaw control coefficient belongs is the first preset value range, based on the wheelbase value of the target vehicle, the yaw control coefficient, the active suspension roll moment value and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the first preset value range respectively.

[0234] When the preset value range to which the yaw control coefficient belongs is the second preset value range or the third preset value range, based on the wheelbase value of the target vehicle, the roll moment value of the active suspension and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the second preset value range or the third preset value range, respectively.

[0235] Furthermore, when the output control module 440 determines the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value and the preset parameters of the target vehicle, the output control module 440 is used to:

[0236] The following parameters of the target vehicle are determined from the preset parameters of the target vehicle: vehicle mass, sprung mass, front axle roll center height, rear axle roll center height, sprung mass center height, target roll angle, front axle suspension roll stiffness, rear axle suspension roll stiffness, front axle mass ratio, and rear axle mass ratio.

[0237] Based on the lateral acceleration value, the gravitational acceleration at the location of the target vehicle, the sprung mass, the roll center height of the front axle of the vehicle, the roll center height of the rear axle of the vehicle, the height of the sprung mass center of mass, and the target roll angle value, the roll moment value of the center of mass of the target vehicle is calculated and determined.

[0238] Based on the center of gravity roll moment value, the target roll angle value, the front axle suspension roll stiffness, and the rear axle suspension roll stiffness, the active suspension roll moment value of the target vehicle is calculated and determined.

[0239] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio, the passive roll moment distribution coefficient of the target vehicle is calculated and determined.

[0240] Furthermore, when the output control module 440 calculates and determines the passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio, the output control module 440 is used to:

[0241] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the front axle mass ratio, the front axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined.

[0242] Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the rear axle mass ratio, the rear axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined.

[0243] The front axle distributed torque value is added to the rear axle distributed torque value to obtain the sum, and the ratio between the front axle distributed torque value and the sum is determined as the passive roll moment distribution coefficient of the target vehicle.

[0244] The vehicle active suspension steering control device provided in this application embodiment acquires vehicle data during steering to determine the deviation between the current yaw rate and the expected yaw rate corresponding to neutral steering, thereby determining the vehicle's steering state. It replaces the fixed controller gain parameters and yaw rate deviation dead zone in traditional yaw control with parameters that vary with vehicle speed. Furthermore, it calculates the yaw control coefficient, combines it with the passive roll moment distribution coefficient and roll moment to calculate the control force required by the active suspension, and outputs it to the active suspension to achieve yaw control. This improves the control effect on vehicle steering stability, thereby enhancing vehicle safety and handling during steering.

[0245] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 5 As shown, the electronic device 500 includes a processor 510, a memory 520, and a bus 530.

[0246] The memory 520 stores machine-readable instructions executable by the processor 510. When the electronic device 500 is running, the processor 510 and the memory 520 communicate via the bus 530. When the machine-readable instructions are executed by the processor 510, they can perform the operations described above. Figure 1 The steps of the vehicle active suspension steering control method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0247] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of the vehicle active suspension steering control method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0248] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0249] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0250] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0251] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0252] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0253] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A steering control method for an active vehicle suspension, characterized in that, The steering control method includes: During the turning process of the target vehicle, the driving speed data, front wheel steering angle value, actual yaw rate and lateral acceleration value of the target vehicle are acquired, and the expected yaw rate of the target vehicle is determined based on the driving speed data and the front wheel steering angle value. Based on the difference between the absolute value of the actual yaw rate and the absolute value of the expected yaw rate, and the dead zone of the yaw rate deviation value corresponding to the driving speed data, the yaw rate deviation value of the target vehicle is determined to determine the steering state of the target vehicle. Based on the yaw rate deviation value and the control parameters corresponding to the steering state, the yaw control coefficient of the target vehicle in each steering state is determined, and the preset value range to which the yaw control coefficient belongs is determined. For each preset numerical range, based on the yaw control coefficient and the lateral acceleration value, the control force output value of the active suspension of the target vehicle under the preset numerical range is determined, and the active suspension is controlled to adjust the yaw motion state of the target vehicle according to the control force output value.

2. The method according to claim 1, characterized in that, Determining the desired yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle includes: The longitudinal speed value of the target vehicle is determined from the driving speed data, and the wheelbase value and understeer parameter of the target vehicle are determined from the preset parameters of the target vehicle respectively. Based on the longitudinal velocity value, the front wheel steering angle value, the wheelbase value, and the understeer parameter, the expected yaw rate corresponding to the target vehicle is calculated and determined.

3. The method according to claim 1, characterized in that, The step of determining the yaw rate deviation value of the target vehicle based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate, and the dead zone of the yaw rate deviation value corresponding to the driving speed data, to determine the steering state of the target vehicle, includes: The difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate is determined by subtracting the absolute value corresponding to the expected yaw rate. The difference is compared with the dead zone of the yaw rate deviation value corresponding to the driving speed data to obtain the comparison result; For each comparison result, based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value, the yaw rate deviation value of the target vehicle under that comparison result is determined; The steering state of the target vehicle is determined based on the positive or negative performance corresponding to the yaw rate deviation value.

4. The method according to claim 3, characterized in that, For each comparison result, determining the yaw rate deviation value of the target vehicle under that comparison result based on the difference and the boundary parameters corresponding to the dead zone of the yaw rate deviation value includes: When the comparison result is that the difference is greater than the first boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the first boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result. When the comparison result is that the difference is less than or equal to the first boundary parameter corresponding to the dead zone of the yaw rate deviation value and the difference is greater than or equal to the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the first preset value is determined as the yaw rate deviation value of the target vehicle under this comparison result. When the comparison result is that the difference is less than the second boundary parameter corresponding to the dead zone of the yaw rate deviation value, the difference between the difference and the second boundary parameter is determined as the yaw rate deviation value of the target vehicle under this comparison result.

5. The method according to claim 3, characterized in that, Determining the steering state of the target vehicle based on the positive or negative performance corresponding to the yaw rate deviation value includes: When the yaw rate deviation value is equal to the first preset value, the steering state of the target vehicle is determined to be a neutral steering state. When the yaw rate deviation value is positive, the steering state of the target vehicle is determined to be oversteering. When the yaw rate deviation value is negative, the steering state of the target vehicle is determined to be understeering.

6. The method according to claim 1, characterized in that, The step of determining the yaw control coefficient of the target vehicle in each steering state based on the yaw rate deviation value and the control parameters corresponding to the steering state, and determining the preset value range to which the yaw control coefficient belongs, includes: When the steering state is understeer, the yaw control coefficient of the target vehicle in the understeer state is determined based on the yaw rate deviation value and the first control parameter corresponding to the understeer state. When the steering state is a neutral steering state or an oversteering state, the yaw control coefficient of the target vehicle in the neutral steering state or the oversteering state is determined based on the yaw rate deviation value and the second control parameter corresponding to the oversteering state. The yaw control coefficient is compared with a first preset value and a second preset value, and based on the comparison results, the preset value range to which the yaw control coefficient belongs is determined.

7. The method according to claim 1, characterized in that, For each preset numerical range, determining the control force output value of the target vehicle's active suspension within that preset numerical range, based on the yaw control coefficient and the lateral acceleration value, includes: Based on the lateral acceleration value and the preset parameters of the target vehicle, the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle are determined respectively. When the preset value range to which the yaw control coefficient belongs is the first preset value range, based on the wheelbase value of the target vehicle, the yaw control coefficient, the active suspension roll moment value and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the first preset value range respectively. When the preset value range to which the yaw control coefficient belongs is the second preset value range or the third preset value range, based on the wheelbase value of the target vehicle, the roll moment value of the active suspension and the passive roll moment distribution coefficient, the control force output values ​​of the left front active suspension, right front active suspension, left rear active suspension and right rear active suspension of the target vehicle are determined in the second preset value range or the third preset value range, respectively.

8. The method according to claim 7, characterized in that, The step of determining the active suspension roll moment value and passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value and preset parameters of the target vehicle includes: The following parameters of the target vehicle are determined from the preset parameters of the target vehicle: vehicle mass, sprung mass, front axle roll center height, rear axle roll center height, sprung mass center height, target roll angle, front axle suspension roll stiffness, rear axle suspension roll stiffness, front axle mass ratio, and rear axle mass ratio. Based on the lateral acceleration value, the gravitational acceleration at the location of the target vehicle, the sprung mass, the roll center height of the front axle of the vehicle, the roll center height of the rear axle of the vehicle, the height of the sprung mass center of mass, and the target roll angle value, the roll moment value of the center of mass of the target vehicle is calculated and determined. Based on the center of gravity roll moment value, the target roll angle value, the front axle suspension roll stiffness, and the rear axle suspension roll stiffness, the active suspension roll moment value of the target vehicle is calculated and determined. Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio, the passive roll moment distribution coefficient of the target vehicle is calculated and determined.

9. The method according to claim 8, characterized in that, The calculation of the passive roll moment distribution coefficient of the target vehicle based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, the front axle mass ratio, and the rear axle mass ratio includes: Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the front axle mass ratio, the front axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined. Based on the lateral acceleration value, the vehicle mass, the center of gravity roll moment value, the front axle suspension roll stiffness, the rear axle suspension roll stiffness, and the rear axle mass ratio, the rear axle distribution torque value of the target vehicle's active suspension when it does not actively generate output force is calculated and determined. The front axle distributed torque value is added to the rear axle distributed torque value to obtain the sum, and the ratio between the front axle distributed torque value and the sum is determined as the passive roll moment distribution coefficient of the target vehicle.

10. A steering control device for a vehicle's active suspension, characterized in that, The steering control device includes: The expected calculation module is used to acquire the target vehicle's driving speed data, front wheel steering angle value, actual yaw rate and lateral acceleration value during the target vehicle's turning process, and determine the expected yaw rate of the target vehicle based on the driving speed data and the front wheel steering angle value. The deviation calculation module is used to determine the yaw rate deviation value of the target vehicle based on the difference between the absolute value corresponding to the actual yaw rate and the absolute value corresponding to the expected yaw rate and the dead zone of the yaw rate deviation value corresponding to the driving speed data, so as to determine the steering state of the target vehicle. The yaw control module is used to determine the yaw control coefficient of the target vehicle in each of the steering states based on the yaw rate deviation value and the control parameters corresponding to the steering state, and to determine the preset value range to which the yaw control coefficient belongs. The output control module is used to determine the control force output value of the active suspension of the target vehicle in each preset numerical range based on the yaw control coefficient and the lateral acceleration value, and to control the active suspension to adjust the yaw motion state of the target vehicle according to the control force output value.

11. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of the steering control method for an active vehicle suspension as described in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the steering control method for an active vehicle suspension as described in any one of claims 1 to 9.

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