Vehicle turning active anti-roll control method, system and device and vehicle

Abstract

The invention provides an active anti-roll control method, system and device for vehicle turning and a vehicle, and relates to the technical field of intelligent driving, and the method comprises the steps: obtaining vehicle state information, curve information and inherent parameters before the vehicle enters a curve, analyzing the pavement roughness, and calculating a turning friction influence coefficient, a predicted turning roll force, a predicted lateral acceleration and a dual anti-roll constraint condition; wherein the first constraint condition ensures that the sum of the active force of the suspension, the active force of the anti-roll bar and the damping force is sufficient to counteract the roll force, and the second constraint condition limits the lateral acceleration to be within a safety threshold value through the braking force and the driving force; after the vehicle enters the curve, the control parameters are dynamically calculated, active control is implemented, in-advance anticipation and active suppression of vehicle turning side inclination are achieved, the cooperative control capacity of a suspension, a braking system and a driving system in the turning process is improved, and the stability and safety of the vehicle in the turning process are effectively enhanced.

Description

Technical Field

[0001] The present invention relates to the field of intelligent driving technology, and in particular to a method, system, device and vehicle for active anti-roll control of a vehicle during cornering. Background Art

[0002] As a car turns, centrifugal force causes its center of gravity to shift toward the outside of the curve. This tilt is then transferred to the vehicle body by the suspension system, causing noticeable roll. This can lead to rollover during high-speed, tight turns or extreme situations, threatening driver safety. Even at low speeds, the transition from straight-ahead travel to a turn can produce noticeable roll, compromising ride comfort. Existing technologies addressing this issue fall into two main categories: direct control methods, which adjust the damping coefficients of semi-active or active suspensions based on the vertical height and acceleration of the vehicle's four corners, or use active anti-roll bars to generate active force to directly counteract roll. Indirect control methods, which target yaw rate and indirectly suppress roll by adjusting braking and driving forces to reduce lateral acceleration. However, a common drawback of these existing technologies is that they rely on feedback control after the vehicle has experienced roll. While some success has been achieved, roll performance still leaves much room for improvement. Summary of the Invention

[0003] The purpose of the present invention is to provide a method, system, device and vehicle for active anti-roll control of vehicle cornering, so as to solve one or more technical problems existing in the prior art and at least provide a beneficial option or create conditions.

[0004] The present invention solves the technical problem as follows: On the one hand, the present invention provides a vehicle turning active anti-roll control method, the method comprising: When the vehicle needs to enter a curve, obtain vehicle status information and curve information; Analyzing and extracting the road surface roughness of the curve based on the curve information, the vehicle state information, and the inherent parameters of the vehicle, and calculating a turning friction influence coefficient, as well as an expected turning roll force, an expected lateral acceleration, and an anti-roll constraint condition after the vehicle enters the curve; The anti-roll constraint condition includes a first constraint condition and a second constraint condition; the first constraint condition is used to constrain the sum of the vehicle's damping force, suspension active force, and anti-roll bar active force to be no less than the expected turning roll force; the second constraint condition is used to constrain the vehicle's braking force and driving force to limit the expected lateral acceleration to within a maximum lateral acceleration threshold; the maximum lateral acceleration threshold is calculated based on the turning friction influence coefficient; After the vehicle enters the curve, anti-roll control parameters are calculated based on the curve information, the inherent parameters, the vehicle state information and the anti-roll constraint conditions, and active anti-roll control is implemented on the vehicle until it exits the curve.

[0005] Furthermore, the vehicle state information includes the vehicle's steering wheel angle, wheel angle, body roll angle, body roll angular velocity, left and right suspension displacement difference, vehicle speed, driving force, braking force, body acceleration and yaw angular velocity; The curve information includes a curve image, a curve curvature, a curve radius, and a curve preview distance of the curve; The inherent parameters include vehicle mass, wheelbase, center of mass height, suspension damping coefficient, suspension stiffness, anti-roll bar stiffness and tire grip characteristic parameters of the vehicle.

[0006] Furthermore, the analyzing and extracting the road surface roughness of the curve based on the curve information, the inherent parameters and the vehicle state information, and calculating the turning friction influence coefficient, includes the following steps: Using an image recognition algorithm to analyze the curve information and extract the road surface roughness; Calculating the cornering friction influence coefficient based on the road surface roughness, the tire grip characteristic parameter in the inherent parameters, and the vehicle speed in the vehicle state information; The turning friction influence coefficient satisfies the following calculation formula: ; in, represents the turning friction influence coefficient, Indicates the roughness of the road surface. Indicates tire grip characteristic parameters, is the vehicle speed, is the vehicle speed correction factor.

[0007] Furthermore, the first constraint condition satisfies the following calculation formula: ; in, represents the active force of the suspension, represents the active force of the anti-roll bar, represents the damping force; represents the turning roll force.

[0008] Furthermore, the second constraint condition satisfies the following calculation formula: ; in, represents the expected lateral acceleration, represents the maximum lateral acceleration threshold; The maximum lateral acceleration threshold satisfies the following calculation formula: ; in, represents the turning friction influence coefficient, represents the vehicle mass among the inherent parameters, Represents the acceleration due to gravity.

[0009] Furthermore, the anti-roll control parameters include feedforward control parameters and feedback control parameters; the feedforward control parameters are used to suppress the roll tendency in advance; the feedback control parameters are used to correct the error of the feedforward control parameters; The method of calculating anti-roll control parameters based on the curve information, the inherent parameters, the vehicle state information, and the anti-roll constraint conditions, and performing active anti-roll control on the vehicle during cornering, comprises the following steps: Calculating the feedforward control parameter according to the vehicle state information, the curve information and the inherent parameter; Calculating the feedback control parameter according to the vehicle state information and the anti-roll constraint condition; The feedforward control parameter and the feedback control parameter are fused and processed to generate an actuator control instruction, thereby implementing active anti-roll control for the vehicle during cornering.

[0010] Furthermore, after the vehicle is subjected to active anti-roll control during cornering, the vehicle state information is verified in real time to determine whether it satisfies the anti-roll constraint conditions. If there is a deviation, the anti-roll control parameters are dynamically optimized until the vehicle's roll state is stabilized.

[0011] On the other hand, the present application provides a vehicle turning active anti-roll control system, comprising an information acquisition module, an anti-roll prediction module and an active anti-roll control module; The information acquisition module is used to obtain vehicle status information, inherent parameters and curve information when the vehicle needs to enter a curve; The anti-roll prediction module is configured to analyze and extract the road surface roughness of the curve based on the curve information, the inherent parameters, and the vehicle state information, and calculate a turning friction influence coefficient, as well as an expected turning roll force, an expected lateral acceleration, and an anti-roll constraint condition after the vehicle enters the curve; The anti-roll constraint condition includes a first constraint condition and a second constraint condition; the first constraint condition is used to constrain the sum of the vehicle's damping force, suspension active force, and anti-roll bar active force to be no less than the expected turning roll force; the second constraint condition is used to constrain the vehicle's braking force and driving force to limit the expected lateral acceleration to within a maximum lateral acceleration threshold; the maximum lateral acceleration threshold is calculated based on the turning friction influence coefficient; The active anti-roll control module is used to calculate anti-roll control parameters based on the curve information, the inherent parameters, the vehicle state information and the anti-roll constraint conditions after the vehicle enters the curve, and implement active anti-roll control for the vehicle until it exits the curve.

[0012] On the other hand, the present application provides a vehicle turning active anti-roll control device, comprising a navigation system unit, an environmental sensor group, a vehicle sensor group, an on-board inherent parameter storage unit, an embedded computing unit, and an actuator control unit; When the vehicle needs to enter a curve, the environmental sensor group and the navigation system unit are used to obtain curve information; the curve information includes a curve image, curve curvature, curve radius and curve preview distance of the curve; The vehicle sensor group is used to obtain vehicle status information; the vehicle status information includes the vehicle's steering wheel angle, wheel angle, body roll angle, body roll angular velocity, left and right suspension displacement difference, vehicle speed, driving force, braking force, body acceleration and yaw angular velocity; The vehicle-mounted inherent parameter storage unit is used to obtain inherent parameters of the vehicle; the inherent parameters include vehicle mass, wheelbase, center of mass height, suspension damping coefficient, suspension stiffness, anti-roll bar stiffness and tire grip characteristic parameters of the vehicle; The embedded computing unit includes a processor and a memory; the memory stores a computer program, and the processor implements the aforementioned vehicle cornering active anti-roll control method and generates actuator control instructions when executing the computer program based on the curve information, the vehicle state information, and the inherent parameters; The actuator control unit is used to implement active anti-roll control on the vehicle during cornering according to the actuator control instruction until the vehicle exits the curve.

[0013] On the other hand, the present application provides a vehicle, which is integrated with the aforementioned vehicle turning active anti-roll control device.

[0014] The beneficial effects of the present invention are as follows: the present application provides a method for active anti-roll control in vehicle cornering, which obtains vehicle state information, cornering information, and inherent parameters before the vehicle enters a curve, analyzes the road roughness, and calculates the cornering friction influence coefficient, the expected cornering roll force, the expected lateral acceleration, and the dual anti-roll constraint conditions; wherein the first constraint condition ensures that the sum of the suspension active force, the anti-roll bar active force, and the damping force is sufficient to offset the roll force, and the second constraint condition limits the lateral acceleration to a safe threshold through the braking force and the driving force; after the vehicle enters the curve, the control parameters are dynamically calculated and active control is implemented, thereby achieving early prediction and active suppression of the vehicle's cornering roll, improving the coordinated control capabilities of the suspension, braking, and drive systems during cornering, and effectively enhancing the stability and safety of the vehicle when cornering. The present application also provides corresponding systems, devices, and vehicles. The beneficial effects of the systems, devices, and vehicles are similar to those of the method and will not be elaborated on here.

[0015] Other features and advantages of the present application will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present application. The purposes and other advantages of the present application can be achieved and obtained through the structures particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the technical solution of the present invention and do not constitute a limitation to the technical solution of the present invention.

[0017] Figure 1 This is a flow chart of the vehicle turning active anti-roll control method provided by the present application; Figure 2 This is a structural diagram of the vehicle turning active anti-roll control system provided by this application; Figure 3 It is a structural diagram of the vehicle turning active anti-roll control device provided in this application. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0019] The present application is further described below in conjunction with the accompanying drawings and specific embodiments. The described embodiments should not be considered as limiting the present application. All other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0020] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0022] Roll, caused by the mechanical properties of a vehicle during cornering, is a significant issue affecting driving safety and ride comfort. Specifically, when a vehicle enters a curve, centrifugal force causes the vehicle's center of gravity to shift toward the outside of the curve. The suspension system, a key component connecting the vehicle body (sprung mass) and the wheels (unsprung mass), transmits this roll motion to the vehicle, causing a significant roll angle. Under extreme conditions of high speed or large turning angles, excessive roll can further cause the vehicle to roll over, directly threatening the lives of the driver and passengers. Even at lower speeds (such as on ramps and roundabouts), the continuous roll of the vehicle during the dynamic transition from straight-ahead to turning and back to straight-ahead can still cause significant discomfort for the driver and passengers, severely impacting ride comfort. Therefore, effectively suppressing roll during cornering has become a core research area in the field of active safety and comfort control.

[0023] There are currently two main technical solutions to address vehicle roll during cornering. One approach involves direct control, which directly controls the suspension system, adjusting suspension parameters or applying active forces to counteract roll. Specifically, the suspension's damping coefficient is dynamically adjusted by real-time monitoring of the vehicle's vertical height and acceleration at the four corners. Semi-active suspension adjusts the damping force by, for example, changing the damping valve opening, while active suspension actively applies control force through an additional power source (such as a motor or hydraulic device) to reduce the roll amplitude of the vehicle body (sprung mass). Active anti-roll bars (such as electronic anti-roll bars) actively adjust the bar's stiffness through motors or hydraulics, generating an active force in the opposite direction of roll during cornering, directly counteracting roll motion.

[0024] The other type of indirect control method uses the vehicle's yaw rate as the control target and indirectly suppresses roll by adjusting the braking and driving forces. Specifically, during cornering, differential braking is applied to the inner and outer wheels (differential braking) to adjust the vehicle's yaw moment, thereby reducing lateral acceleration and indirectly reducing the degree of roll. By optimizing the distribution of drive force across the four wheels, tire slip or abnormal yaw rate caused by excessive drive force is avoided, thereby suppressing roll.

[0025] Both of these technologies fall under the category of feedback control, meaning they implement control only after the vehicle has already begun to roll, by monitoring real-time conditions (such as vehicle height, acceleration, and yaw rate). While existing feedback control methods have improved roll performance to a certain extent, they are limited in that the control action lags behind the onset of roll, making it impossible to predict curve characteristics and proactively adjust the vehicle's state. For example, relying solely on real-time feedback control before the vehicle enters a curve can lead to insufficient roll suppression due to response delays. Furthermore, in continuous curves or complex road conditions, the dynamic adjustment capabilities of feedback control struggle to meet optimal roll suppression requirements, leaving significant room for improvement in roll performance.

[0026] In view of the defects of existing vehicle turning roll control technology that only relies on feedback control after the roll occurs and has a response lag, the present application provides a vehicle turning active anti-roll control method, system, device and vehicle. Specifically, by integrating the navigation system with the vehicle-mounted perception system, such as cameras and lidar, information about the curve that the vehicle is about to enter is obtained in advance, including curve images, curvature, radius, preview distance, etc., and combined with real-time collected vehicle status information, such as steering wheel angle, vehicle speed, body roll angle, yaw angular velocity, etc., as well as vehicle inherent parameters such as mass, center of mass height, suspension parameters, etc., the road roughness is analyzed in advance, the turning friction influence coefficient and the expected roll force, lateral acceleration and other key parameters after the vehicle enters the curve are calculated, and dual anti-roll constraint conditions are established at the same time; wherein, the first constraint condition is used to constrain the suspension active The sum of the dynamic force and the damping force offsets the roll force, and the second constraint is used to constrain the braking force and the driving force to limit the lateral acceleration within a safe threshold. Before the vehicle enters the curve, the feedforward control parameters are generated based on the above information to suppress the roll tendency in advance. After entering the curve, the feedback control parameters are generated in combination with the actual vehicle state to correct the error. Finally, through the fusion of feedforward and feedback control, the suspension system is controlled to adjust the damping force and active force, the braking system is controlled to distribute the four-wheel braking force, and the drive system is controlled to optimize the four-wheel drive force, so as to realize the active prediction and dynamic suppression of the vehicle's turning roll, thereby improving the stability and ride comfort of the turning process.

[0027] First, the vehicle turning active anti-roll control method provided by the embodiment of the present application will be described in detail with reference to the accompanying drawings.

[0028] Reference Figure 1 The implementation process of the vehicle turning active anti-roll control method provided in the embodiment of the present application includes but is not limited to the following steps.

[0029] Step S110: When the vehicle needs to enter a curve, vehicle status information and curve information are obtained.

[0030] In step S110, when the vehicle is about to enter a curve, it first needs to obtain vehicle status and curve information. This process is the foundation of the entire active anti-roll control method. It involves collecting current vehicle status data such as speed and steering wheel angle through various sensors, and using navigation systems or environmental perception devices (such as cameras and lidar) to obtain specific information about the upcoming curve, including its curvature and radius. Accurately acquiring this information is crucial for calculating the turning roll force, estimating lateral acceleration, and formulating appropriate anti-roll strategies in subsequent steps.

[0031] In step S120, the road roughness of the curve is analyzed and extracted based on the curve information, vehicle state information, and inherent parameters of the vehicle, and the turning friction influence coefficient, as well as the expected turning roll force, expected lateral acceleration, and anti-roll constraint conditions after the vehicle enters the curve are calculated.

[0032] The anti-roll constraint conditions include a first constraint and a second constraint. The first constraint ensures that the sum of the vehicle's damping force, suspension active force, and anti-roll bar active force is no less than the predicted turning roll force. The second constraint constrains the vehicle's braking and driving forces to limit the predicted lateral acceleration to within a maximum lateral acceleration threshold. The maximum lateral acceleration threshold is calculated based on the cornering friction influence coefficient.

[0033] In step S120, based on the curve information, vehicle status information, and inherent vehicle physical parameters (such as mass and wheelbase) obtained in step S110, further analysis is performed to extract the curve's road surface roughness and calculate the cornering friction coefficient. Simultaneously, based on all of this information, the vehicle's cornering roll force and lateral acceleration are predicted upon entering the curve, as well as anti-roll constraints. The significance of this step is to proactively assess the potential roll risk of the vehicle under specific curve conditions and, accordingly, to set reasonable safety margins (i.e., the primary and secondary constraints) to ensure the vehicle can navigate the curve stably and safely.

[0034] Specifically, the system analyzes the road surface roughness, which affects tire-road friction, and calculates the cornering friction coefficient, which reflects road adhesion. This quantifies the vehicle-road interaction characteristics. Further calculations of the predicted cornering roll force (the lateral force exerted on the vehicle by centrifugal force) and the predicted lateral acceleration (indicating the severity of the vehicle's roll) provide a numerical prediction of the potential roll risk faced by the vehicle upon entering a curve. Furthermore, anti-roll constraints are established. The first constraint ensures that the sum of the vehicle's damping force, suspension active force, and anti-roll bar active force is no less than the predicted cornering roll force. The second constraint constrains the vehicle's braking and driving forces to limit the predicted lateral acceleration to a maximum lateral acceleration threshold calculated based on the cornering friction coefficient. These constraints establish clear target boundaries for the subsequent calculation of control parameters, ensuring that control actions effectively suppress roll while avoiding vehicle instability caused by excessive control.

[0035] In step S130, after the vehicle enters a curve, anti-roll control parameters are calculated based on curve information, inherent parameters, vehicle state information, and anti-roll constraint conditions, and active anti-roll control is implemented on the vehicle until the vehicle exits the curve.

[0036] In step S130, once the vehicle enters a curve, the anti-roll control parameters are dynamically adjusted based on previously calculated curve information, inherent vehicle parameters, real-time vehicle status information, and pre-set anti-roll constraints. Active anti-roll control is then implemented until the vehicle completely exits the curve. The core function of this step is to effectively offset the roll forces generated during cornering by precisely adjusting the suspension damping force, suspension active force, anti-roll bar active force, and timely adjusting the driving and braking forces, thereby ensuring vehicle stability and safety during cornering. Furthermore, this process includes a real-time monitoring and adjustment mechanism to ensure that control effects are optimized based on actual conditions, even during cornering.

[0037] It's important to note that damping force refers to the resistance exerted by the shock absorbers in the suspension system on vehicle motion. Its primary function is to absorb and dissipate vibration energy caused by road irregularities or cornering, thereby reducing vehicle vibration and roll, improving driving smoothness and ride comfort. By adjusting the damping force, the degree of vehicle roll during cornering can be effectively controlled, enhancing vehicle stability.

[0038] Active suspension provides the primary force for the suspension, dynamically adjusting the support force based on the vehicle's driving state and road conditions to maintain vehicle levelness and stability. This force acts directly between the wheels and the vehicle body, helping to mitigate body roll caused by centrifugal force. Actively adjusting the primary force can significantly improve vehicle handling and the ride quality, particularly during high-speed cornering.

[0039] The active anti-roll bar's primary force comes from the vehicle's active anti-roll bar system. This system detects an impending roll and generates a counteracting force to counteract the tendency. This active force is crucial for maintaining the vehicle's balance in corners, effectively reducing the risk of rollover and working in conjunction with the suspension system to further enhance the vehicle's overall stability and safety.

[0040] Braking force refers to the force applied to the wheels by a vehicle's braking system to slow or stop the vehicle. It converts the vehicle's kinetic energy into heat through friction and releases it. During cornering, properly distributing braking force not only helps control vehicle speed but also optimizes vehicle posture through differential braking and other methods, reducing roll angles and ensuring the vehicle navigates corners safely and smoothly as intended by the driver.

[0041] Driving force is the power transmitted from the engine to the drive wheels through the transmission system; it's the source of the vehicle's forward motion. Proper driving force distribution during cornering ensures good traction and maneuverability, preventing tire slippage and loss of control. Precise control of all-wheel drive force not only improves vehicle stability and responsiveness in corners, but also indirectly assists in achieving roll control.

[0042] In some embodiments of the present application, the vehicle status information includes the vehicle's steering wheel angle, wheel angle, body roll angle, body roll angular velocity, left and right suspension displacement difference, vehicle speed, driving force, braking force, body acceleration and yaw angular velocity.

[0043] Among them, the steering wheel angle reflects the driver's operating intention, and the wheel angle shows the actual steering situation; the body roll angle and body roll angular velocity are used to quantify the vehicle's current tilt and its rate of change, and the left and right suspension displacement difference provides important clues about the working status of the suspension system; vehicle speed, as the basic driving data, together with the driving force and braking force, determines the vehicle's power distribution and deceleration requirements; body acceleration describes the overall dynamic behavior of the vehicle, and yaw angular velocity accurately captures the speed at which the vehicle rotates around the vertical axis. These parameters are combined to provide comprehensive input for the system, so that the necessary anti-roll measures can be accurately calculated and implemented to ensure driving safety and comfort.

[0044] In some embodiments of the present application, the curve information includes a curve image, a curve curvature, a curve radius, and a curve preview distance.

[0045] The curve image provides an intuitive road morphology, helping the system identify the specific contours and road conditions of the curve. The curve curvature describes the degree of curvature of the curve and is one of the important parameters required to calculate the adjustments required when the vehicle negotiates the curve. The curve radius further quantifies the size of the curve, directly affecting the vehicle's speed and posture control requirements when negotiating the curve. The curve preview distance allows the system to understand the location and characteristics of the curve ahead in advance, allowing the control system to pre-calculate and prepare the corresponding anti-roll strategy to ensure the vehicle safely navigates the curve in the optimal state. By comprehensively analyzing this curve information and combining it with the vehicle's current status data, precise control of the vehicle before and after entering the curve can be achieved, effectively reducing roll and improving driving safety and comfort.

[0046] In some embodiments of the present application, the inherent parameters include vehicle mass, wheelbase, center of mass height, suspension damping coefficient, suspension stiffness, anti-roll bar stiffness and tire grip characteristic parameters of the vehicle.

[0047] Vehicle mass influences its inertia, which in turn determines its performance during acceleration, deceleration, and cornering. Wheelbase influences vehicle stability and maneuverability, with a longer wheelbase generally providing better straight-line stability. Center of mass height directly impacts vehicle roll, with a lower center of mass helping to reduce rollover risk. Suspension damping coefficient and stiffness work together to absorb and mitigate road bumps and control body motion. Optimizing these two parameters can significantly improve ride comfort and handling stability. Anti-roll bar stiffness is particularly important for combating body roll, enhancing the vehicle's balance in corners. Finally, tire grip parameters reflect the level of adhesion between the tire and the road, which is crucial for ensuring vehicle safety and handling responsiveness in various road conditions. By comprehensively considering these inherent parameters and combining them with real-time vehicle status and cornering information, the system can more accurately predict and respond to potential roll events, enabling effective active anti-roll measures.

[0048] In some embodiments of the present application, in step S120, the process of analyzing and extracting the road surface roughness of the curve based on the curve information, inherent parameters and vehicle status information, and calculating the turning friction influence coefficient includes but is not limited to the following steps.

[0049] In step S210 , an image recognition algorithm is used to analyze the curve information and extract the road surface roughness.

[0050] In step S210, an image recognition algorithm is used to analyze the curve information to determine the road surface roughness. This process utilizes curve image data captured by the vehicle's cameras or other visual sensors, using advanced image processing techniques to identify road surface texture characteristics such as cracks, potholes, and unevenness. Accurately assessing road surface roughness is crucial for the subsequent calculation of the cornering friction coefficient, as different road conditions significantly affect the friction between the tire and the ground, thus affecting the vehicle's stability and safety in corners.

[0051] Step S220 , calculating the cornering friction influence coefficient based on the road surface roughness, the tire grip characteristic parameters in the inherent parameters, and the vehicle speed in the vehicle state information.

[0052] In step S220, the cornering friction influence coefficient is calculated based on the road surface roughness obtained in step S210, combined with the tire grip characteristics from the vehicle's inherent parameters and the vehicle speed from the real-time vehicle status information. This step is crucial for quantifying the maximum lateral adhesion provided by the tires under different driving conditions (particularly considering the current vehicle speed and road conditions), which is crucial for predicting vehicle performance in corners. The cornering friction influence coefficient not only reflects the impact of road conditions and tire performance on friction during cornering but also directly determines the maximum lateral acceleration threshold for the vehicle to safely negotiate a corner, providing a crucial basis for developing effective anti-roll control strategies. This step allows the system to more precisely adjust the vehicle's power distribution and braking force, ensuring optimal handling stability and safety in all road conditions.

[0053] In some embodiments of the present application, the turning friction influence coefficient satisfies the following calculation formula (1): (1); In formula (1), represents the turning friction influence coefficient, Indicates the roughness of the road surface. Indicates tire grip characteristic parameters, is the vehicle speed, is the vehicle speed correction factor.

[0054] Formula (1) quantifies the complex tire-road friction characteristics into a computable numerical index by integrating three key parameters: road roughness, tire grip characteristic parameters, and vehicle speed. Its significance lies in providing a real-time friction performance basis for the anti-roll control algorithm of the embedded computing unit, enabling the system to dynamically evaluate the actual grip of the tire and road during cornering, and then make targeted adjustments to the control strategies such as the suspension active force and braking force distribution (such as increasing the suspension support force or limiting the driving force output when the friction coefficient is low). Ultimately, the vehicle's cornering stability under different road and speed conditions is improved, effectively suppressing the risk of roll.

[0055] In some embodiments of the present application, the first constraint condition satisfies the following calculation formula (2): (2); In formula (2), Indicates the main force of the suspension, Indicates the active force of the anti-roll bar, represents the damping force; Indicates the turning roll force.

[0056] Among them, the main power of the suspension Active output from active suspension systems (such as hydraulic / electromagnetic suspension) to directly resist body roll. The calculation of is related to the suspension stiffness and the displacement difference between the left and right suspensions, and satisfies the following calculation formula: , is the suspension stiffness, is the displacement difference between left and right suspension.

[0057] Anti-roll bar active force The anti-roll bar actuator dynamically adjusts the anti-roll bar to suppress roll by changing the torsional stiffness of the anti-roll bar. The calculation of is related to the anti-roll bar stiffness and the body roll angle, and satisfies the following calculation formula: , is the anti-roll bar stiffness, is the body roll angle.

[0058] Damping force Provided by the suspension dampers, it suppresses the roll rate by dissipating vibration energy. The calculation of is related to the damping coefficient and roll angular velocity, and satisfies the following calculation formula: , is the suspension damping coefficient, is the body roll angular velocity.

[0059] Cornering roll force It is the resultant force of the vehicle body roll caused by the lateral acceleration when the vehicle turns, and satisfies the following calculation formula (3): (3); In formula (3), is the vehicle mass, is the vehicle speed, is the height of the center of mass, is the curve curvature, is the wheelbase.

[0060] Formula (2) quantifies the coordinated output of the active force of the suspension, the active force of the anti-roll bar, and the damping force, and explicitly requires that the sum of the three be no less than the turning roll force. Its function is to ensure that the combined control force of the suspension system (including the anti-roll bar) and the damping system can effectively offset or exceed the lateral force generated by the centrifugal force when the vehicle turns, thereby providing sufficient anti-roll support for the vehicle and preventing the body from rolling beyond the safe or comfortable range due to insufficient control force. It is the core quantitative basis for achieving force balance in active anti-roll control.

[0061] In some embodiments of the present application, the second constraint condition satisfies the following calculation formula (4): (4); In formula (4), is the expected lateral acceleration, Indicates the maximum lateral acceleration threshold.

[0062] The maximum lateral acceleration threshold satisfies the following calculation formula (5): (5); In formula (5), represents the vehicle mass in the intrinsic parameters, Represents the acceleration due to gravity.

[0063] Formula (4) explicitly limits the intensity of the vehicle's lateral motion when turning by setting the constraint that the expected lateral acceleration does not exceed the maximum lateral acceleration threshold. Its function is to ensure that the actual lateral acceleration generated by the vehicle is always within a safe range by controlling the distribution of braking force and driving force, and to avoid the body roll amplitude exceeding the stability limit due to excessive lateral acceleration. It is the core quantitative basis for achieving the acceleration safety boundary in active anti-roll control.

[0064] Formula (5) is based on the cornering friction coefficient (reflecting the road adhesion), vehicle mass (inherent parameter) and gravitational acceleration to scientifically calculate the maximum lateral acceleration threshold that the vehicle can withstand under current road conditions. Its function is to associate the safety threshold with the actual road surface characteristics (such as roughness) and the vehicle's own mass, providing a specific critical value for dynamic adjustment of the second constraint condition, ensuring that the maximum lateral acceleration threshold not only meets the road adhesion limit but also adapts to the vehicle's own mass characteristics, thereby improving the pertinence and effectiveness of anti-roll control.

[0065] In some embodiments of the present application, anti-roll control parameters include feedforward control parameters and feedback control parameters. The feedforward control parameters are used to proactively suppress roll trends. The feedback control parameters are used to correct errors in the feedforward control parameters. In step S130, the anti-roll control parameters are calculated based on curve information, inherent parameters, vehicle state information, and anti-roll constraints. The process for implementing active anti-roll control for the vehicle during cornering includes, but is not limited to, the following steps.

[0066] Step S310 , calculating feedforward control parameters based on vehicle state information, curve information and inherent parameters.

[0067] In step S310, similar to the aforementioned formula (3), feedforward control parameters are calculated based on vehicle state information, curve information, and inherent parameters. This process aims to use the specific information of the curve the vehicle is about to enter (such as curvature, radius, etc.), the current state of the vehicle (including speed, direction, etc.), and the physical characteristics of the vehicle itself (such as mass, wheelbase, etc.) to predict and set the optimal anti-roll control strategy in advance. The purpose of designing feedforward control parameters is to pre-adjust key factors such as the suspension system and drive force distribution before the vehicle actually enters the curve to suppress potential roll tendencies, thereby improving the stability and safety of the vehicle when negotiating the curve.

[0068] Step S320 : Calculating feedback control parameters based on vehicle state information and anti-roll constraint conditions.

[0069] In step S320, feedback control parameters are calculated based on vehicle state information and pre-set anti-roll constraints. This step monitors the vehicle's performance during cornering in real time and dynamically adjusts control measures accordingly to correct any deviations due to external interference or model uncertainty. Feedback control parameters respond to the actual roll experienced by the vehicle, ensuring vehicle stability is maintained even under complex and changing real-world driving conditions. This step emphasizes reliance on real-time data, optimizing vehicle posture control by precisely adjusting factors such as braking and driving forces.

[0070] Specifically, the logic of the feedback control parameters is to monitor the deviation between the actual roll state of the vehicle (such as roll angle, roll angular velocity) and the ideal no-roll target in real time, and dynamically adjust the compensation force of actuators such as the suspension and anti-roll bar according to the current roll angle deviation (the larger the deviation, the stronger the compensation force). At the same time, combined with the trend of the change speed of the roll angle (such as when the roll accelerates), the damping force is applied in advance to suppress the aggravation of the roll, thereby compensating for the deficiencies of feedforward control that may be caused by prediction errors or sudden changes in working conditions, and ensuring that in complex road conditions or sudden turns, the system can still meet the anti-roll constraint requirements by dynamically adjusting the actuator output, thereby improving the stability and control accuracy of the vehicle when turning.

[0071] Step S330 , the feedforward control parameters and the feedback control parameters are integrated and processed to generate actuator control instructions to implement active anti-roll control for the vehicle during cornering.

[0072] In step S330, the feedforward control parameters are fused with the feedback control parameters to generate the final actuator control instructions for implementing active anti-roll control for the vehicle during cornering. The key to this step is the integration of control inputs from two different perspectives: feedforward control based on prediction and planning, and feedback control that responds to actual conditions. This approach achieves more precise and flexible control, taking into account both the importance of preventive measures and the ability to respond to unexpected situations. This integrated control strategy helps minimize vehicle roll and enhance driving safety and comfort.

[0073] In some embodiments of the present application, after active anti-roll control is implemented on the vehicle during cornering, the vehicle status information is verified in real time to see whether it meets the anti-roll constraint conditions. If there is a deviation, the anti-roll control parameters are dynamically optimized until the vehicle's roll state is stable.

[0074] Specifically, by continuously monitoring key parameters such as body roll angle, lateral acceleration, and suspension displacement, the system determines whether the current control measures are sufficient to maintain vehicle stability. If a deviation is detected between the actual state and the intended target—for example, if the roll force exceeds the suspension system's adjustment capacity or the lateral acceleration approaches a safety threshold—the control system immediately initiates a dynamic optimization mechanism, re-adjusting the feedforward and feedback control parameters. This dynamic optimization not only improves adaptability to complex road conditions but also continuously refines control effectiveness based on changes in the driving environment until the vehicle's roll state stabilizes, achieving more efficient and safer active anti-roll control.

[0075] Secondly, refer to Figure 2 The embodiment of the present application provides a vehicle turning active anti-roll control system, including an information acquisition module 410, an anti-roll prediction module 420 and an active anti-roll control module 430.

[0076] The information acquisition module 410 is used to obtain vehicle status information, inherent parameters and curve information when the vehicle needs to enter a curve.

[0077] The anti-roll prediction module 420 is used to analyze and extract the road roughness of the curve based on the curve information, inherent parameters and vehicle status information, and calculate the turning friction influence coefficient, as well as the expected turning roll force, expected lateral acceleration and anti-roll constraint conditions after the vehicle enters the curve.

[0078] The anti-roll constraint conditions include a first constraint and a second constraint. The first constraint ensures that the sum of the vehicle's damping force, suspension active force, and anti-roll bar active force is no less than the predicted turning roll force. The second constraint constrains the vehicle's braking and driving forces to limit the predicted lateral acceleration to within a maximum lateral acceleration threshold. The maximum lateral acceleration threshold is calculated based on the cornering friction influence coefficient.

[0079] The active anti-roll control module 430 is used to calculate anti-roll control parameters based on curve information, inherent parameters, vehicle state information and anti-roll constraints after the vehicle enters a curve, and implement active anti-roll control on the vehicle until it exits the curve.

[0080] Furthermore, refer to Figure 3 An embodiment of the present application provides a vehicle turning active anti-roll control device, including a navigation system unit 510, an environmental sensor group 520, a vehicle sensor group 530, an on-board inherent parameter storage unit 540, an embedded computing unit 550 and an actuator control unit 560.

[0081] When the vehicle enters a curve, the environmental sensor group 520 and the navigation system unit 510 are used to obtain curve information, wherein the curve information includes a curve image, curve curvature, curve radius, and curve preview distance.

[0082] Environmental sensor group 520 includes cameras, lidar, or millimeter-wave radar, which are used to capture real-time images of curves, measure curve preview distances, and detect obstacles. The camera captures visual information such as curve boundaries, curvature, and radius, enabling accurate identification of curve features. The lidar or millimeter-wave radar transmits and receives electromagnetic waves to detect road conditions ahead. This not only determines curve preview distances but also promptly detects potential obstacles, ensuring safe driving.

[0083] The navigation system unit 510 plays a key role in the vehicle's active cornering anti-roll control system. It primarily uses the GPS positioning module to obtain vehicle position and curve coordinate information, thereby calculating the curve preview distance. This allows the driver and system to understand the characteristics of the upcoming curve in advance, providing basic data support for subsequent control strategy formulation. Accurate curve preview distance calculation helps optimize feedforward control parameters, ensuring that the vehicle is fully prepared before entering the curve.

[0084] The vehicle sensor group 530 is used to obtain vehicle status information, including the vehicle's steering wheel angle, wheel angle, body roll angle, body roll angular velocity, left and right suspension displacement difference, vehicle speed, driving force, braking force, body acceleration, and yaw rate.

[0085] Vehicle sensor group 530 includes a steering wheel angle sensor, wheel speed sensors, an inertial measurement unit (IMU), a suspension displacement sensor, and a dynamic force sensor. The steering wheel angle sensor measures the steering wheel angle; the wheel speed sensor monitors wheel speed and calculates vehicle speed and wheel angle; the IMU detects vehicle roll angle, roll angular velocity, vehicle acceleration, and yaw angular velocity; the suspension displacement sensor measures the difference in left and right suspension displacement, reflecting the degree of vehicle roll; and the dynamic force sensor, integrated into the braking / driving system, acquires braking and driving force values.

[0086] The vehicle-mounted intrinsic parameter storage unit 540 is used to obtain the vehicle's intrinsic parameters, including vehicle mass, wheelbase, center of mass height, suspension damping coefficient, suspension stiffness, anti-roll bar stiffness, and tire grip characteristic parameters.

[0087] The vehicle-mounted intrinsic parameter storage unit 540 is used to extract and convert parameters such as vehicle mass, wheelbase, center of mass height, etc. in the ECU, and cache the vehicle-mounted intrinsic parameters for the embedded computing unit 550 to call.

[0088] The embedded computing unit 550 includes a processor and a memory. The memory stores a computer program. The processor executes the computer program based on curve information, vehicle state information, and inherent parameters to implement the aforementioned vehicle cornering active anti-roll control method and generate actuator control instructions.

[0089] The actuator control unit 560 is used to implement active anti-roll control of the vehicle in cornering according to the actuator control instructions until the vehicle exits the curve.

[0090] The actuator control unit 560 includes a suspension controller, an anti-roll bar actuator, a brake system controller, and a drive system controller. The suspension controller adjusts the active suspension force output; the anti-roll bar actuator controls the active anti-roll bar force; the brake system controller adjusts the four-wheel braking force distribution; and the drive system controller adjusts the drive force output. The control process of the actuator control unit 560 directly affects the vehicle's physical structure. By fine-tuning the operating conditions of various components, it effectively suppresses roll and ensures driving safety and comfort. The coordinated operation of these controllers enables comprehensive dynamic management of the vehicle.

[0091] In addition, an embodiment of the present application provides a vehicle that is integrated with the aforementioned vehicle turning active anti-roll control device.

[0092] In summary, the vehicle cornering active anti-roll control method, system, device and vehicle provided by the embodiments of the present application have the following technical effects.

[0093] This embodiment of the application uses an integrated navigation system and environmental sensor system to obtain advance information about the curve ahead. Combined with vehicle status information and inherent parameters, it pre-calculates the roll force upon entering the curve, allowing the vehicle to be prepared before actually entering the curve and effectively suppressing roll. Based on the specific characteristics of the curve, road conditions, and vehicle dynamics, the system develops precise feedforward and feedback control strategies to achieve optimal anti-roll effect under various driving conditions.

[0094] The embodiments of the present application utilize multi-source data from navigation systems, environmental sensors, vehicle sensors, and on-board diagnostic systems to accurately assess risks under driving conditions and make reasonable control decisions, thereby improving driving safety and comfort. After the vehicle enters a curve, the system continuously monitors the vehicle status in real time and dynamically optimizes anti-roll control parameters based on actual conditions to ensure rapid response and maintain vehicle stability in the face of complex road conditions or emergencies. Through the coordinated work of various actuators, not only is the control efficiency improved, but the adaptability and robustness of the entire system are also enhanced, ensuring that the vehicle maintains good handling performance and safety even in high-speed cornering or other extreme conditions.

[0095] It should be noted that in each specific embodiment of the present application, when it comes to the need to perform relevant processing based on data related to the user's identity or characteristics, such as user information, user behavior data, user historical data, and user location information, the user's permission or consent will be obtained first, and the collection, use, and processing of such data will comply with the relevant laws, regulations, and standards of the relevant countries and regions. In addition, when the embodiment of the present application needs to obtain the user's sensitive personal information, the user's separate permission or consent will be obtained through a pop-up window or by jumping to a confirmation page. After clearly obtaining the user's separate permission or consent, the necessary user-related data for the normal operation of the embodiment of the present application will be obtained.

[0096] In some optional embodiments, the functions / operations mentioned in the block diagram may not occur in the order mentioned in the operation schematic diagram. For example, depending on the functions / operations involved, the two boxes shown in succession may actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiments presented and described in the flow chart of the present application are provided in an exemplary manner for the purpose of providing a more comprehensive understanding of the technology. The disclosed method is not limited to the operations and logical flows presented herein. Optional embodiments are contemplated in which the order of the various operations is changed and the sub-operations described as a part of a larger operation are performed independently.

[0097] In addition, although the present application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in separate physical devices or software modules. It is also understood that a detailed discussion of the actual implementation of each module is not necessary for understanding the present application. More specifically, given the properties, functions, and internal relationships of the various functional modules in the devices disclosed herein, the actual implementation of the module will be understood within the routine skills of an engineer. Therefore, a person skilled in the art will be able to implement the present application as set forth in the claims using ordinary techniques. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present application, which is determined by the full scope of the appended claims and their equivalents.

[0098] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or the 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 programs that enable a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the various embodiments of the method of the present invention. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0099] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable programs for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can retrieve and execute a program from a program execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, a program execution system, apparatus, or device.

[0100] More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting, or processing it in a suitable manner as necessary, and then storing it in a computer memory.

[0101] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable program execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logic functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0102] In the above description of this specification, reference to the terms "one embodiment / implementation," "another embodiment / implementation," or "certain embodiments / implementations" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in the embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0103] Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

[0104] The above is a specific description of the preferred implementation of the present invention, but the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without violating the spirit of the present invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of the present invention.

Claims

1. A vehicle turning active anti-roll control method, characterized in that: The method comprises: When the vehicle needs to enter a curve, obtain vehicle status information and curve information; Analyzing and extracting the road surface roughness of the curve based on the curve information, the vehicle state information, and the inherent parameters of the vehicle, and calculating a turning friction influence coefficient, as well as an expected turning roll force, an expected lateral acceleration, and an anti-roll constraint condition after the vehicle enters the curve; The anti-roll constraint condition includes a first constraint condition and a second constraint condition; the first constraint condition is used to constrain the sum of the vehicle's damping force, suspension active force, and anti-roll bar active force to be no less than the expected turning roll force; the second constraint condition is used to constrain the vehicle's braking force and driving force to limit the expected lateral acceleration to within a maximum lateral acceleration threshold; the maximum lateral acceleration threshold is calculated based on the turning friction influence coefficient; After the vehicle enters the curve, anti-roll control parameters are calculated based on the curve information, the inherent parameters, the vehicle state information and the anti-roll constraint conditions, and active anti-roll control is implemented on the vehicle until it exits the curve.

2. The vehicle turning active anti-roll control method according to claim 1, characterized in that: The vehicle state information includes the vehicle's steering wheel angle, wheel angle, body roll angle, body roll angular velocity, left and right suspension displacement difference, vehicle speed, driving force, braking force, body acceleration, and yaw angular velocity; The curve information includes a curve image, a curve curvature, a curve radius, and a curve preview distance of the curve; The inherent parameters include vehicle mass, wheelbase, center of mass height, suspension damping coefficient, suspension stiffness, anti-roll bar stiffness and tire grip characteristic parameters of the vehicle.

3. The vehicle turning active anti-roll control method according to claim 1, characterized in that: The step of analyzing and extracting the road surface roughness of the curve based on the curve information, the inherent parameters, and the vehicle state information, and calculating the turning friction influence coefficient, comprises the following steps: Using an image recognition algorithm to analyze the curve information and extract the road surface roughness; Calculating the cornering friction influence coefficient based on the road surface roughness, the tire grip characteristic parameter in the inherent parameters, and the vehicle speed in the vehicle state information; The turning friction influence coefficient satisfies the following calculation formula: ； in, represents the turning friction influence coefficient, Indicates the roughness of the road surface. Indicates tire grip characteristic parameters, is the vehicle speed, is the vehicle speed correction factor.

4. The vehicle turning active anti-roll control method according to claim 1, characterized in that: The first constraint condition satisfies the following calculation formula: ； in, represents the active force of the suspension, represents the active force of the anti-roll bar, represents the damping force; represents the turning roll force.

5. The vehicle turning active anti-roll control method according to claim 1, characterized in that: The second constraint condition satisfies the following calculation formula: ； in, represents the expected lateral acceleration, represents the maximum lateral acceleration threshold; The maximum lateral acceleration threshold satisfies the following calculation formula: ； in, represents the turning friction influence coefficient, represents the vehicle mass among the inherent parameters, Represents the acceleration due to gravity.

6. The vehicle turning active anti-roll control method according to claim 1, characterized in that: The anti-roll control parameters include feedforward control parameters and feedback control parameters; the feedforward control parameters are used to suppress the roll tendency in advance; the feedback control parameters are used to correct the error of the feedforward control parameters; The method of calculating anti-roll control parameters based on the curve information, the inherent parameters, the vehicle state information, and the anti-roll constraint conditions, and performing active anti-roll control on the vehicle during cornering, comprises the following steps: Calculating the feedforward control parameter according to the vehicle state information, the curve information and the inherent parameter; Calculating the feedback control parameter according to the vehicle state information and the anti-roll constraint condition; The feedforward control parameter and the feedback control parameter are fused and processed to generate an actuator control instruction, thereby implementing active anti-roll control for the vehicle during cornering.

7. The vehicle turning active anti-roll control method according to claim 6, characterized in that: After the vehicle is subjected to active anti-roll control during cornering, the vehicle state information is verified in real time to determine whether it satisfies the anti-roll constraint condition. If there is a deviation, the anti-roll control parameters are dynamically optimized until the vehicle's roll state is stabilized.

8. A vehicle turning active anti-roll control system, characterized in that: It includes an information acquisition module, an anti-roll prediction module and an active anti-roll control module; The information acquisition module is used to obtain vehicle status information, inherent parameters and curve information when the vehicle needs to enter a curve; The anti-roll prediction module is configured to analyze and extract the road surface roughness of the curve based on the curve information, the inherent parameters, and the vehicle state information, and calculate a turning friction influence coefficient, as well as an expected turning roll force, an expected lateral acceleration, and an anti-roll constraint condition after the vehicle enters the curve; The anti-roll constraint condition includes a first constraint condition and a second constraint condition; the first constraint condition is used to constrain the sum of the vehicle's damping force, suspension active force, and anti-roll bar active force to be no less than the expected turning roll force; the second constraint condition is used to constrain the vehicle's braking force and driving force to limit the expected lateral acceleration to within a maximum lateral acceleration threshold; the maximum lateral acceleration threshold is calculated based on the turning friction influence coefficient; The active anti-roll control module is used to calculate anti-roll control parameters based on the curve information, the inherent parameters, the vehicle state information and the anti-roll constraint conditions after the vehicle enters the curve, and implement active anti-roll control for the vehicle until it exits the curve.

9. A vehicle turning active anti-roll control device, characterized in that: It includes a navigation system unit, an environmental sensor group, a vehicle sensor group, an on-board intrinsic parameter storage unit, an embedded computing unit and an actuator control unit; When the vehicle needs to enter a curve, the environmental sensor group and the navigation system unit are used to obtain curve information; the curve information includes a curve image, curve curvature, curve radius and curve preview distance of the curve; The vehicle sensor group is used to obtain vehicle status information; the vehicle status information includes the vehicle's steering wheel angle, wheel angle, body roll angle, body roll angular velocity, left and right suspension displacement difference, vehicle speed, driving force, braking force, body acceleration and yaw angular velocity; The vehicle-mounted inherent parameter storage unit is used to obtain inherent parameters of the vehicle; the inherent parameters include vehicle mass, wheelbase, center of mass height, suspension damping coefficient, suspension stiffness, anti-roll bar stiffness and tire grip characteristic parameters of the vehicle; The embedded computing unit includes a processor and a memory; the memory stores a computer program, and the processor executes the computer program according to the curve information, the vehicle state information, and the inherent parameters to implement the vehicle cornering active anti-roll control method according to any one of claims 1 to 7 and generate an actuator control instruction; The actuator control unit is used to implement active anti-roll control on the vehicle during cornering according to the actuator control instruction until the vehicle exits the curve.

10. A vehicle, characterized in that: The vehicle is integrated with the vehicle cornering active anti-roll control device according to claim 9.

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