Turning control method and device of vehicle, vehicle and program product

Abstract

The invention provides a turning control method and device of a vehicle, the vehicle and a program product. The method is applied to a vehicle provided with an active suspension and comprises the steps that in the turning process of the vehicle, the adhesive force loss of tires connected with the active suspension to the ground is determined; determining adjustment parameters of the active suspension based on the adhesion loss, wherein the adjustment parameters comprise a force application direction and a force application value; and the active suspension is adjusted according to the adjustment parameters, so that the active suspension applies vertical force to the tire. According to the method, the adhesive force loss caused by vertical load transfer can be compensated, so that the adhesive force between the tire and the ground is increased, the phenomena of tire slipping, instability, even out-of-control and the like in the turning process are effectively avoided, and the turning stability and the turning speed of the vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to a vehicle turning control method, device, vehicle, and program product. Background Art

[0002] The body and chassis of current vehicles are typically connected to the tires via a suspension system. Because the vehicle's overall structure is not rigid, inertia causes load transfer when turning, reducing the vertical load on some tires (such as the inner rear wheel), resulting in reduced adhesion between the tire and the ground.

[0003] In a turning scenario, factors such as excessive speed, a small turning radius, or a bumpy / slippery road surface may result in adhesion being unable to provide the centripetal force for turning, causing the tires to slip or become unstable, or even leading to loss of control such as pushing the nose or skidding / drifting, posing a major safety hazard. Summary of the Invention

[0004] In view of this, the present application provides a vehicle turning control method, device, vehicle and program product, in order to control the active suspension to apply additional vertical force to the vehicle during the turning process, compensate for the adhesion loss caused by its load transfer, improve the vehicle's cornering stability and cornering speed, and thus solve the problems existing in the relevant technology.

[0005] Specifically, this application is implemented through the following technical solutions:

[0006] According to a first aspect of the present application, a vehicle turning control method is provided, which is applied to a vehicle equipped with an active suspension, the method comprising:

[0007] determining a loss of adhesion of a tire connected to the active suspension to the ground during a turning process of the vehicle;

[0008] determining an adjustment parameter of the active suspension based on the adhesion loss, the adjustment parameter including a force direction and a force value;

[0009] The active suspension is adjusted according to the adjustment parameter so that the active suspension applies a vertical force to the tire.

[0010] According to a second aspect of the present application, a vehicle turning control device is provided, which is applied to a vehicle equipped with an active suspension, and the device includes:

[0011] a loss value determining unit, configured to determine the loss of adhesion of the tire connected to the active suspension to the ground during a turning process of the vehicle;

[0012] a parameter determination unit, configured to determine an adjustment parameter of the active suspension based on the adhesion loss, the adjustment parameter including a force direction and a force value;

[0013] A suspension adjustment unit is configured to adjust the active suspension according to the adjustment parameter so that the active suspension applies a vertical force to the tire.

[0014] According to a third aspect of the present application, there is provided a vehicle, comprising:

[0015] an active suspension, a processor, and a memory for storing instructions executable by the processor;

[0016] The processor implements the steps of the method described in the first aspect by running the executable instructions.

[0017] According to a fourth aspect of the present application, a computer program product is provided, comprising a computer program and / or instructions, which implement the steps of the method described in the first aspect when executed by a processor.

[0018] The technical solutions provided by the embodiments of the present application may have the following beneficial effects:

[0019] The present application provides a vehicle turning control system.

[0020] As can be seen from the aforementioned embodiments, this solution determines the tire's adhesion loss in real time during vehicle cornering, and based on the adhesion loss, determines the adjustment parameters of the active suspension to which it is connected, and then adjusts the active suspension according to the parameters so that the active suspension applies a vertical force to the tire.

[0021] It can be understood that this solution adjusts the force direction and force value of the suspension in real time, uses the inertia of the vehicle body to apply vertical force to the tires connected to the suspension, and then drives the tires to apply the same vertical force to the ground, thereby increasing the adhesion between the tires and the ground, effectively compensating for the adhesion loss caused by vertical load transfer, and thus avoiding tire slippage, instability, and even loss of control during cornering, which helps to improve the vehicle's cornering stability and cornering speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] To more clearly illustrate the technical solution of this application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are merely some embodiments of this application, and those skilled in the art can derive other drawings based on these drawings without inventive effort.

[0023] Figure 1 is a schematic diagram of a vehicle turning scenario shown in an embodiment of the present application;

[0024] Figure 2 is a flow chart of a vehicle turning control method shown in an embodiment of the present application;

[0025] Figure 3 is a flow chart of another vehicle turning control method shown in an embodiment of the present application;

[0026] Figure 4 is a schematic structural diagram of an electronic device shown in an embodiment of the present application;

[0027] Figure 5 This is a block diagram of a vehicle turning control device shown in an embodiment of the present application. DETAILED DESCRIPTION

[0028] Exemplary embodiments are described in detail herein, with examples illustrated in the accompanying drawings. When the following description refers to the drawings, identical numerals in different figures represent identical or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatuses and methods consistent with certain aspects of the present application.

[0029] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. As used in this application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0030] It should be understood that although the terms first, second, third, etc. may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0031] The body and chassis of current vehicles are typically connected to the tires via a suspension system. Because the vehicle's overall structure is not rigid, inertia causes load transfer when turning, reducing the vertical load on some tires (such as the inner rear wheel), resulting in reduced adhesion between the tire and the ground.

[0032] In a turning scenario, factors such as excessive speed, a small turning radius, or a bumpy / slippery road surface may result in adhesion being unable to provide the centripetal force for turning, causing the tires to slip or become unstable, or even leading to loss of control such as pushing the nose or skidding / drifting, posing a major safety hazard.

[0033] by Figure 1 Taking the highway intersection scenario shown as an example: As shown by vehicle 1, when driving in a straight line, the vehicle is subject to a forward frictional force Fv (i.e., in the same direction as the speed direction) and a backward frictional force f; when the vehicle is driving along a curve (i.e., turning), in addition to the forward frictional force Fv and the backward frictional force f, the vehicle is also subject to a lateral frictional force, i.e., a lateral force Fc. According to the motion principle of the vehicle, the difference between Fv and f is used to provide the acceleration of the vehicle along the speed direction (when Fv > f, the acceleration is greater than zero and the vehicle accelerates; when Fv < f, the acceleration is less than zero and the vehicle decelerates). And the lateral force Fc provides the centripetal force for the vehicle to turn.

[0034] During the turning process of vehicle 2, load transfer will cause the vertical load of some tires to decrease, which in turn leads to a decrease in the lateral force Fc between the tires and the ground (i.e., there is a lateral force loss), and even reduces to zero. If the vehicle speed is too fast during the turning process of vehicle 2, it is very likely that the adhesion force Fc cannot provide sufficient centripetal force, resulting in skidding or fishtailing.

[0035] The vehicle body is not a rigid body and is usually connected to the wheels and the chassis by deformable springs. Due to inertia, the position of the center of mass of the vehicle changes during the turning process, causing a change in the vertical load of the vehicle tires on the ground. Typically, when turning on a flat ground, the vertical load of the front wheels increases and the vertical load of the rear wheels decreases. For the rear wheels, the reduction in the vertical load caused by turning (i.e., loss) will further lead to a decrease in the adhesion force of the rear wheels to the ground - that is, there is an adhesion force loss. It can be seen that the described adhesion force loss is the part of the adhesion force that decreases between the tires and the ground due to the vehicle turning.

[0036] In view of the foregoing problems in the related art, the present application proposes a completely new turning control scheme, aiming to control the active suspension to apply an additional vertical force to the vehicle during the turning process to compensate for the adhesion force loss caused by turning, thereby improving the cornering stability and cornering speed of the vehicle. The embodiments of the turning control method of the vehicle of the present application will be described in detail below with reference to the accompanying drawings.

[0037] Figure 2 FIG. 14 is a flowchart of a turning control method of a vehicle shown in an embodiment of the present application. This method is applied to a vehicle equipped with an active suspension and can be specifically applied to a turning controller in the vehicle. Among them, the turning controller can be the controller of the active suspension itself, or it can also be the domain controller of the vehicle (such as the domain controller of the assistance / autopilot domain, etc.). The method may include the following steps 202-206.

[0038] Step 202, during the turning process of the vehicle, determine the adhesion force loss of the tires connected to the active suspension to the ground.

[0039] The vehicle described in this application can be a pickup truck, a sedan, a motorhome, a truck, an SUV (Sport Utility Vehicle), etc. in terms of its functional form; in terms of its power form, it can be a fuel vehicle or a new energy vehicle (such as a hybrid vehicle, a pure electric vehicle, a hydrogen energy vehicle, a methanol energy vehicle, etc.). This application does not limit the specific form of the vehicle.

[0040] The vehicle is equipped with multiple tires, wherein an even number of tires are mounted on the same axle. For example, a sedan or SUV is typically equipped with four tires, wherein the front axle is connected to a left front wheel and a right front wheel, and the rear axle is connected to a left rear wheel and a right rear wheel; a truck may be equipped with six tires, wherein the front axle is connected to a left front wheel and a right front wheel, and the rear axle is connected to two left rear wheels and two right rear wheels. Detailed description is omitted here.

[0041] The vehicle may be equipped with one or more active suspensions, any of which may be connected to one or more tires. The adjusted active suspension described in the embodiment of the present application may be part or all of the active suspensions equipped on the vehicle; and the tires that are prevented from slipping by adjusting the active suspension described in the embodiment of the present application are the tires connected to the above-mentioned part or all of the active suspensions. For example, in the case where the vehicle is the aforementioned sedan or SUV, the four tires may be connected to different active suspensions (i.e., each tire is equipped with a corresponding active suspension). When the vehicle turns left, the adhesion of the left rear wheel of the vehicle (i.e., the inner rear wheel in the turning direction) is often the largest. At this time, the left rear active suspension connected to the tire can be adjusted through the embodiment of the present application to apply a vertical force to the tire to compensate for its adhesion loss.

[0042] The active suspension described in the embodiment of the present application is a dynamically adaptively adjustable automobile suspension system, which is usually composed of core components such as sensors (sense vehicle and environmental status), controllers (adjustment strategies) and actuators (or actuators, implementing parameter adjustments), and is combined with basic structures such as shock absorbers and springs of traditional suspensions. Among them, the physical parameters of the active suspension such as stiffness (affecting the "softness and hardness" of bumps), damping (affecting response speed), and length (affecting vehicle height) can be adjusted through the actuator. In the embodiment of the present application, the parameters such as the force direction and force value of the active suspension can be adjusted to control the application of corresponding vertical force to the tire to which it is connected.

[0043] In one embodiment, the active suspension assembled with the adjustment parameters can adopt a hydraulic active suspension (such as an electro-hydraulic pump active suspension), a hydraulic active suspension, a linear motor active suspension, a rotary motor + screw combination active suspension, etc. The embodiment of the present application does not limit the specific form of the active suspension.

[0044] In one embodiment, the loss of adhesion of the tires connected to the active suspension to the ground can be determined during a vehicle turn. The vehicle's turning state can be determined based on the steering angle of the vehicle's front wheels. For example, a vehicle is considered to be turning if the steering angle is not zero (i.e., its absolute value is greater than zero), or it is considered to be turning only after deflecting to a certain angle, i.e., when the absolute value of the steering angle is greater than a threshold (e.g., 5°, 20°, etc.). This will not be described in detail here. It is understood that different turning identification conditions will affect the activation conditions of this solution, i.e., the timing of the turning controller's determination of adhesion loss. Therefore, the conditions should be flexibly set based on the actual conditions, such as the vehicle's mechanical characteristics and functional positioning, and the embodiments of this application are not limited to this.

[0045] In one embodiment, assuming the turning controller is a vehicle domain controller, the turning controller can obtain real-time adhesion information for each tire during a turn and calculate the adhesion loss of each tire based on this information. The tires include the rear wheels of the vehicle. In other words, the embodiments of this application can be used to automatically adjust the active suspension connected to the rear wheels.

[0046] like Figure 1 As shown, during a turn, it is assumed that the left rear wheel (i.e., the inner rear wheel in the direction of the turn) experiences reduced adhesion (i.e., adhesion loss) due to turning. This solution controls the left rear suspension to apply a vertical force to the left rear wheel to which it is connected, and the drive tire applies the same vertical force to the ground, increasing the vertical load between the tire and the ground. This effectively compensates for the loss of adhesion on the tire (i.e., adhesion loss due to load transfer), thereby preventing tire slip.

[0047] In one embodiment, when determining the tire's adhesion loss to the ground, the axial load transfer of the tire's axle can be calculated based on the vehicle's first mechanical parameters and first motion information, and the adhesion coefficient between the tire and the ground can be determined. The tire's adhesion loss to the ground can then be calculated based on the axial load transfer and the adhesion coefficient. This method allows for a more accurate calculation of adhesion loss based on the vehicle's motion principles.

[0048] The first mechanical parameter may include the sprung mass of the tire (which can be detected by onboard sensors or calibrated at the factory), the vehicle's center of mass height and wheelbase, etc. The first motion information may include the vehicle's acceleration (when the acceleration is negative, i.e., when the vehicle is decelerating, it is called deceleration) and the steering wheel angle. Taking the rear axle as an example, the axial load transfer amount G can be calculated according to the following formula: r1 :

[0049] G r1 =Gu *a s *h / L

[0050] Among them, G u is the sprung mass of the tire, h is the center of mass height, L is the wheelbase, and the deceleration a based on the steering s =dv / dt=-v*sin(w), v is the current vehicle speed, and w is the steering wheel angle of the vehicle.

[0051] By deceleration a s From the calculation formula, we can see that -v*sin(w) is used to characterize the degree of consumption of vehicle kinetic energy by steering operation. Specifically, when the steering wheel angle is small, sin(w)≈w (approximately in radians), and the consumption intensity is approximately proportional to the steering wheel angle, which means that the greater the resistance, the faster the vehicle speed decays; when the steering angle is large, sin(w) gradually approaches 1, and the consumption intensity reaches the upper limit, which means that the higher the vehicle speed, the stronger the resistance effect under the same steering wheel angle, and the higher the speed decay rate. It is understandable that the negative sign in the formula indicates that the steering operation will cause the vehicle speed to decrease, that is, a s It is the acceleration (i.e. deceleration) that hinders the vehicle's motion.

[0052] In addition, a table of tire-ground adhesion coefficients can be pre-collected and created. This table can record the adhesion coefficients for different combinations of tire and road information. Tire information can include information such as tire material, size, tread type, and / or tread depth; road information can include road surface type (cement, asphalt, gravel, dirt, etc.), water content, and / or inclination angle. Based on this, the turning controller can query the adhesion coefficient table for the current moment based on the actual tire information and current road information sensed by the sensor. Of course, the actual tire information and current road information can also be input into a pre-trained coefficient estimation model, allowing the model to predict a relatively more accurate adhesion coefficient μ based on this information. This will not be discussed in detail here.

[0053] When calculating the adhesion loss based on the axial load transfer amount and the adhesion coefficient, still taking the rear wheel as an example, the rear axle lateral force loss f can be calculated according to the following formula: yr1 :

[0054] f yr1 =G r1 *μ

[0055] The adhesion loss determined in this way can be considered the reduction in adhesion caused by load transfer during cornering relative to the vehicle's straight-line driving. This loss can serve as the data basis for subsequent steps.

[0056] Step 204 : determining adjustment parameters of the active suspension based on the adhesion loss, wherein the adjustment parameters include a force direction and a force value.

[0057] In one embodiment, when determining active suspension adjustment parameters based on adhesion loss, the adjustment parameters used to compensate for the loss can be determined directly based on the magnitude and direction of the adhesion loss. For example, the applied force value can be determined to be equal to the lateral force loss value (i.e., the magnitude of the adhesion loss). Regarding the applied force direction, if the lateral force loss value is greater than zero, the applied force direction can be determined to be extension (i.e., the active suspension presses the tire downward toward the ground); and if the lateral force loss value is less than zero, the applied force direction can be determined to be contraction (i.e., the active suspension pulls the tire upward toward the ground).

[0058] It can be understood that after adjusting the active suspension according to the force direction and force value determined in the above manner, the vertical force applied by the suspension to the tire can just compensate for the aforementioned adhesion loss, thereby achieving a compensation effect in which the adhesion during cornering is the same as the adhesion during straight-line driving, effectively preventing tire slippage.

[0059] A vehicle's yaw angle is the angle between the velocity direction of the vehicle's center of mass and its longitudinal axis. During normal cornering, steering maneuvers cause the vehicle to deflect to a certain degree, resulting in a yaw angle greater than zero. For example, when a vehicle makes a normal turn at a moderate speed on a dry, flat surface, it will have a yaw angle that matches the turning radius and speed. At this point, the vehicle is in a stable cornering state, with no wheel slip or tailspin.

[0060] However, when a vehicle skids or drifts, the yaw angle often exhibits abnormal changes. For example, in a drift caused by oversteer, the vehicle's actual steering angle exceeds the turning angle of the front wheels, causing the rear end to swing outward. The yaw angle can increase suddenly and change rapidly, potentially causing the vehicle to lose control and become difficult to follow the driver's intended route. In the case of understeer, the front wheels slide outward, the vehicle's turning radius becomes larger than expected, and the yaw angle also differs from that of a normal turn, potentially being smaller than normal or changing erratically during the turn.

[0061] As can be seen from the above rules, a vehicle's yaw angle is closely related to whether it is skidding / swinging. Therefore, in another embodiment, when determining active suspension adjustment parameters based on adhesion loss, the adjustment parameters can be determined based on the vehicle's yaw angle. For example, the vehicle's actual yaw angle can be first obtained, and the current theoretical yaw angle can be predicted based on the adhesion loss. The larger of the actual and theoretical yaw angles is used as the verified yaw angle. The active suspension adjustment parameters are then determined based on the verified yaw angle.

[0062] The actual yaw angle φ0 can be acquired by sensors such as gyroscopes installed on the vehicle. The theoretical yaw angle is actually the maximum yaw angle theoretically at this moment. pre It can be calculated by the following formula:

[0063] Φ pre =F yr1 *l r / J

[0064] Among them, F yr1 This is the rear axle lateral force loss calculated in the previous embodiment, l r is the distance from the vehicle's center of mass to the rear axle, and J is the vehicle's moment of inertia.

[0065] Furthermore, after verification, the yaw angle φ is the larger of the actual yaw angle and the theoretical yaw angle, that is:

[0066] φ=max(φ pre ,φ0)

[0067] It is understandable that using the larger of the actual and theoretical yaw angles as the verified yaw angle actually sets a more relaxed slip evaluation condition based on the yaw angle, which helps to trigger subsequent processing steps with a lower threshold, thereby efficiently responding to possible tire slip.

[0068] Specifically, if the verified yaw angle is not less than a preset threshold (e.g., 5°, 8°, etc.), the adjustment parameters of the active suspension can be determined based on the verified yaw angle. However, if the verified yaw angle is less than the preset threshold, the adjustment parameters are not determined based on this threshold. In this way, no intervention is performed when the verified yaw angle is small (at which point the possibility of tire slip is small), while intervention is performed when the verified yaw angle is large (at which point the possibility of tire slip is large). This helps reduce the number of active suspension wake-ups, thereby reducing the number and duration of its operation. This not only helps extend the life of the active suspension, but also, given that active suspensions are typically high-powered, can save a certain amount of vehicle energy (particularly for electric vehicles powered solely by battery-stored energy).

[0069] In one embodiment, when determining the adjustment parameters of the active suspension based on the verified yaw angle, multiple approaches may be used.

[0070] For example, the adjustment parameters can be calculated using a PID (Proportional-Integral-Derivative) control method. For example, the proportional coefficient K corresponding to the verified yaw angle can be determined first. p , integral coefficient K iand differential coefficient K d , and use PID algorithm to solve the adjustment parameters of the active suspension based on the above coefficients. Among them, the proportional coefficient K p , integral coefficient K i and differential coefficient K d The corresponding K can be found in the pre-set mapping relationship table between the yaw angle and the three coefficients according to the verified yaw angle. p , K i and K d ; The above mapping relationship table can be pre-calibrated during the vehicle design and production stages and stored locally in the vehicle.

[0071] Before solving, it is recommended to set the rear axle load adjustment to G active , the target yaw rate is expected to be 0. At this time, the PID calibration of the axial load adjustment can be performed based on the vehicle's yaw rate target (i.e., by adjusting the rear axle load adjustment amount to G active To make the target yaw rate tend to 0), where K p , K i and K d The basic principle of the PID calculation is to increase the actual available lateral force (i.e., increase tire adhesion) by adjusting the vertical load, thereby reducing the yaw angle to achieve vehicle stability. The result of the PID calculation is the expected increase in vertical force for the tire, which is the adjustment parameter of the active suspension.

[0072] Alternatively, a vertical force compensation model can be pre-trained. After obtaining the verified yaw angle φ and the second mechanical parameters and second motion information of the vehicle, the model can be invoked to predict the active suspension adjustment parameters based on the information. The second mechanical parameters may include the vehicle's weight M, center of mass height h, wheelbase L, and / or the tire's sprung mass G. u etc.; and the second motion information may include the current speed v, turning radius R and / or moment of inertia J of the vehicle, etc., which will not be repeated.

[0073] In this way, the expected increase in vertical force, that is, the adjustment parameters of the active suspension, can be predicted relatively accurately with the help of the powerful analysis and reasoning capabilities of the vertical force compensation model (which can be trained through a rule model, a classic deep learning model, or a large model such as LLM or VLM).

[0074] Step 206 : Adjust the active suspension according to the adjustment parameter so that the active suspension applies a vertical force to the tire.

[0075] After obtaining the adjustment parameters in the aforementioned manner, the active suspension can be adjusted according to the parameters. As can be seen from the aforementioned method for determining the adjustment parameters, the adjusted active suspension can apply a vertical force of corresponding magnitude and direction to the tire, driving the tire to apply the same vertical force to the ground (i.e., the vertical force applied by the active suspension to the tire is the same magnitude and direction as the vertical force applied by the tire to the ground), thereby compensating for some of the vehicle's adhesion lost due to load transfer and effectively preventing slippage.

[0076] In the case where the turning controller is the controller of the active suspension itself, the controller can send execution instructions to its actuator according to the aforementioned adjustment parameters to instruct the actuator to extend or compress; and in the case where the turning controller is the domain control of the vehicle, the domain controller can send the aforementioned adjustment parameters or control instructions corresponding to the adjustment parameters to the controller of the active suspension, and the controller of the active suspension can send execution instructions to the actuator of the active suspension after receiving the above parameters or instructions to instruct the actuator to extend or compress.

[0077] In other words, this solution adjusts the direction and value of the suspension's force in real time, leveraging the vehicle body's inertia to apply a vertical force to the tires connected to the suspension. This in turn drives the tires to apply the same vertical force to the ground, thereby increasing the adhesion between the tires and the ground and effectively compensating for the loss of adhesion caused by vertical load transfer. This prevents tire slippage, instability, and even loss of control during cornering, helping to improve the vehicle's cornering stability and speed.

[0078] In one embodiment, the lateral force of the axle can also be calculated based on the vertical load of the axle where the tire is located and the lateral acceleration of the vehicle. The total lateral force Fy of the vehicle can be calculated according to the following formula:

[0079] F y =F yf +F yr =(G f +G r )*a y

[0080] Among them, F yf 、F yr are the front axle lateral force and the rear axle lateral force, G f , G r are the front axle load and the rear axle load respectively; the lateral acceleration a y =v*v / R, where v is the current vehicle speed and R is the turning radius. R=L / w, where L is the vehicle wheelbase and w is the steering wheel angle (in radians).

[0081] Based on the above-mentioned lateral force, when the adhesion loss is greater than zero and the force direction is extension, if the sum of the adhesion loss and the force value is not less than the lateral force, the active suspension can be adjusted according to the adjustment parameters; if the sum of the adhesion loss and the force value is less than the lateral force, the adjustment parameters can be updated according to the lateral force, and the active suspension can be adjusted according to the updated adjustment parameters.

[0082] It is understood that the sum of the adhesion loss and the applied force value is not less than the lateral force, indicating that if the active suspension is adjusted according to the applied force value, the adjusted adhesion is sufficient to provide the vehicle's required centripetal force. Therefore, adjusting the active suspension according to the adjustment parameters can smoothly apply sufficient vertical force to the tire, effectively preventing slip. However, if the sum of the adhesion loss and the applied force value is less than the lateral force, it indicates that if the active suspension is adjusted according to the applied force value, the adjusted adhesion is insufficient to provide the vehicle's required centripetal force. Therefore, further updating the adjustment parameters according to the lateral force (e.g., increasing the adjusted applied force value) and then adjusting the active suspension according to the updated adjustment parameters can still smoothly apply sufficient vertical force to the tire, effectively preventing slip.

[0083] For example, still using rear wheel adjustment as an example, assuming the expected increase in rear axle vertical force determined by the aforementioned embodiment is 1000N, the active suspension actuator (or actuator) can be controlled to operate in force control mode, and the force applied by the left and right rear actuators can be controlled to 500N, with the force applied in the extension direction. Alternatively, assuming the expected increase in rear axle vertical force determined by the aforementioned embodiment is -1000N, the active suspension actuator can be controlled to operate in force control mode, and the force applied by the left and right rear actuators can be controlled to 500N, with the force applied in the compression direction.

[0084] Figure 3 FIG. 1 is a flow chart of another vehicle turning control method shown in an embodiment of the present application. Figure 3 As shown, the method may include steps 301-305:

[0085] Step 301, calculate the lateral force F of the vehicle y , and F yf and F yr .

[0086] Step 3021: Calculate the axial load transfer G caused by the vehicle turning. r1 .

[0087] Step 3022, calculate the tire adhesion loss f yr1 .

[0088] Step 303 : Determine a verified yaw angle based on the actual yaw angle and the theoretical yaw angle, and verify the stability of the vehicle accordingly.

[0089] Step 304 : Perform PID calculation based on the yaw angle to determine adjustment parameters, namely, the force direction and force value.

[0090] Step 305: Call the actuator of the active suspension to perform corresponding actions (extension or compression) according to the adjustment parameters.

[0091] Figure 4 This is a schematic structural diagram of an electronic device shown in an embodiment of the present application. Figure 4 At the hardware level, the device includes a processor 401, a network interface 402, a memory 403, a non-volatile memory 404, and an internal bus 405. Of course, it may also include hardware required for other services. One or more embodiments of the present application can be implemented based on software, such as the processor 401 reading the corresponding computer program from the non-volatile memory 404 into the memory 403 and then running it. Of course, in addition to software implementation, one or more embodiments of the present application do not exclude other implementation methods, such as logic devices or a combination of software and hardware, etc., that is, the execution subject of the following processing flow is not limited to each logic unit, but can also be hardware or logic devices.

[0092] Figure 5 The block diagram of a vehicle turning control device shown in the embodiment of the present application. Figure 5 , the device can be used for Figure 4 In the device shown, in order to implement the technical solution described in this application, the device is applied to a vehicle equipped with an active suspension, and the device includes:

[0093] a loss value determining unit 501, configured to determine the adhesion loss of the tire connected to the active suspension to the ground during the vehicle turning process;

[0094] a parameter determination unit 502, configured to determine adjustment parameters of the active suspension based on the adhesion loss, the adjustment parameters including a force direction and a force value;

[0095] The suspension adjustment unit 503 is configured to adjust the active suspension according to the adjustment parameter so that the active suspension applies a vertical force to the tire.

[0096] Optionally, the loss value determining unit 501 is specifically configured to:

[0097] calculating an axial load transfer amount of the axle on which the tire is located based on the first mechanical parameter and the first motion information of the vehicle, and determining an adhesion coefficient between the tire and the ground;

[0098] The tire's adhesion loss to the ground is calculated based on the axial load transfer amount and the adhesion coefficient.

[0099] Optionally, the parameter determination unit 502 is specifically configured to:

[0100] obtaining an actual yaw angle of the vehicle and predicting a theoretical yaw angle at a current moment based on the adhesion loss; wherein the larger of the actual yaw angle and the theoretical yaw angle is used as the verified yaw angle;

[0101] An adjustment parameter of the active suspension is determined based on the verified yaw angle.

[0102] Optionally, the parameter determination unit 502 is specifically configured to:

[0103] In a case where the verified yaw angle is not less than a preset threshold, an adjustment parameter of the active suspension is determined based on the verified yaw angle.

[0104] Optionally, the parameter determination unit 502 is specifically configured to:

[0105] determining a proportional coefficient, an integral coefficient, and a differential coefficient corresponding to the verified yaw angle, and using a proportional-integral-differential (PID) algorithm to solve adjustment parameters of the active suspension based on the proportional coefficient, the integral coefficient, and the differential coefficient; or,

[0106] A vertical force compensation model is called to predict adjustment parameters of the active suspension based on the verified yaw angle, a second mechanical parameter of the vehicle, and second motion information.

[0107] Optional,

[0108] The system further comprises a lateral force calculation unit 504 for calculating the lateral force of the axle according to the vertical load of the axle on which the tire is located and the lateral acceleration of the vehicle;

[0109] The suspension adjustment unit 503 is configured to adjust the active suspension according to the adjustment parameters when the adhesion loss is greater than zero and the force direction is extension, if the sum of the adhesion loss and the force value is not less than the lateral force; and to update the adjustment parameters according to the lateral force if the sum of the adhesion loss and the force value is less than the lateral force, and adjust the active suspension according to the updated adjustment parameters.

[0110] Optionally, the tire is the rear wheel of the vehicle.

[0111] Correspondingly, the present application also provides a vehicle comprising: an active suspension, a processor, and a memory for storing processor executable instructions; wherein, the processor implements the vehicle turning control method as described in any of the above embodiments by running the executable instructions.

[0112] Accordingly, the present application also provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the vehicle turning control method described in any of the above embodiments is implemented.

[0113] Accordingly, the present application also provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the vehicle turning control method as described in any of the above embodiments.

[0114] The systems, devices, modules, or units described in the above embodiments may be implemented by computer chips or entities, or by products having certain functions. A typical implementation device is a computer, which may be in the form of a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email transceiver, game console, tablet computer, wearable device, or any combination of these devices.

[0115] In a typical configuration, a computer includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0116] Memory may include non-permanent storage in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. Memory is an example of a computer-readable medium.

[0117] Computer-readable media include permanent and non-permanent, removable and non-removable media that can be used to store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, disk storage, quantum memory, graphene-based storage media or other magnetic storage devices, or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory media such as modulated data signals and carrier waves.

Claims

1. A vehicle turning control method, characterized in that: Applied to a vehicle equipped with active suspension, the method comprises: determining a loss of adhesion of a tire connected to the active suspension to the ground during a turning process of the vehicle; determining an adjustment parameter of the active suspension based on the adhesion loss, the adjustment parameter including a force direction and a force value; The active suspension is adjusted according to the adjustment parameter so that the active suspension applies a vertical force to the tire.

2. The method according to claim 1, characterized in that Determining the loss of adhesion of the tire connected to the active suspension to the ground includes: calculating an axial load transfer amount of the axle on which the tire is located based on the first mechanical parameter and the first motion information of the vehicle, and determining an adhesion coefficient between the tire and the ground; The tire's adhesion loss to the ground is calculated based on the axial load transfer amount and the adhesion coefficient.

3. The method according to claim 1, characterized in that The determining of the adjustment parameters of the active suspension based on the adhesion loss includes: obtaining an actual yaw angle of the vehicle and predicting a theoretical yaw angle at a current moment based on the adhesion loss; wherein the larger of the actual yaw angle and the theoretical yaw angle is used as the verified yaw angle; An adjustment parameter of the active suspension is determined based on the verified yaw angle.

4. The method according to claim 3, characterized in that The determining the adjustment parameter of the active suspension based on the verified yaw angle includes: In a case where the verified yaw angle is not less than a preset threshold, an adjustment parameter of the active suspension is determined based on the verified yaw angle.

5. The method according to claim 3, characterized in that The determining the adjustment parameter of the active suspension based on the verified yaw angle includes: determining a proportional coefficient, an integral coefficient, and a differential coefficient corresponding to the verified yaw angle, and using a proportional-integral-differential (PID) algorithm to solve adjustment parameters of the active suspension based on the proportional coefficient, the integral coefficient, and the differential coefficient; or, A vertical force compensation model is called to predict adjustment parameters of the active suspension based on the verified yaw angle, a second mechanical parameter of the vehicle, and second motion information.

6. The method according to claim 1, characterized in that The method further includes: calculating a lateral force of the axle based on a vertical load of the axle on which the tire is located and a lateral acceleration of the vehicle; The adjusting the active suspension according to the adjustment parameters includes: when the adhesion loss is greater than zero and the force direction is extension, if the sum of the adhesion loss and the force value is not less than the lateral force, adjusting the active suspension according to the adjustment parameters; if the sum of the adhesion loss and the force value is less than the lateral force, updating the adjustment parameters according to the lateral force, and adjusting the active suspension according to the updated adjustment parameters.

7. The method according to any one of claims 1 to 6, characterized in that The tires are the rear wheels of the vehicle.

8. A vehicle turning control device, characterized in that: Applicable to a vehicle equipped with active suspension, the device comprises: a loss value determining unit, configured to determine the loss of adhesion of the tire connected to the active suspension to the ground during a turning process of the vehicle; a parameter determination unit, configured to determine an adjustment parameter of the active suspension based on the adhesion loss, the adjustment parameter including a force direction and a force value; A suspension adjustment unit is configured to adjust the active suspension according to the adjustment parameter so that the active suspension applies a vertical force to the tire.

9. A vehicle comprising: an active suspension, a processor, and a memory for storing instructions executable by the processor; The processor implements the method according to any one of claims 1 to 7 by running the executable instructions.

10. A computer program product comprising a computer program and / or instructions, characterized in that When the computer program and / or instructions are executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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