Vehicle roll-forward control method for active suspension

Abstract

The invention relates to the technical field of vehicle active suspension control systems, in particular to a vehicle roll-forward control method for an active suspension, which comprises the following steps of: constructing a roll state prediction unit, deducing a roll moment for causing roll of a vehicle body during steering of the vehicle, and predicting the roll degree of the vehicle body; constructing a control moment calculation unit, calculating the deformation resistance moment of the vehicle suspension, and determining the moment generated by the ground friction force on the vehicle chassis; a torque distribution calculation unit is constructed, and the total torque borne by the chassis during vehicle steering and the distribution proportion of the total torque between the front chassis and the rear chassis are determined; constructing a control force calculation unit, calculating active suspension target acting forces at four wheels required for realizing the front and rear suspension control moment, converting the target control moment into a target control force, and providing a specific control instruction for rear-end execution; according to the method, the roll degree of the vehicle body can be quickly predicted, the control target can be calculated in time, the control instruction is sent out before the vehicle body actually has large roll, and the stable control effect is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle active suspension control system, in particular to a vehicle roll front feed control method for active suspension. BACKGROUND

[0002] Improving the phenomenon of vehicle body roll during driving is crucial for improving ride comfort. The traditional method mainly relies on passive suspension systems such as springs and shock absorbers, which can absorb part of the road impact, but the performance under dynamic driving conditions is not satisfactory, especially when driving at high speed, the roll problem of the vehicle is particularly prominent.

[0003] With the development of automobile electronic technology and advanced suspension actuators, active suspension systems have been valued because they can directly change the vertical force of the suspension system through an electronic control unit. The control ability of active suspension also makes the roll phenomenon of the vehicle can be better suppressed. However, the existing active suspension system still has deficiencies in software control strategy and algorithm logic:

[0004] Control delay: most existing systems use feedback control strategy, which needs to wait for the estimation or information processing results of roll state, which may cause delay in control decision-making, and has certain limitations in dealing with rapid changes in vehicle roll state.

[0005] High complexity: existing systems usually use complex mathematical models and corresponding algorithms to realize the judgment and control of vehicle dynamic behavior, which may increase the calculation burden and indirectly increase the implementation cost of embedded systems. SUMMARY

[0006] The purpose of the present application is to provide a vehicle roll front feed control method for active suspension, which aims to realize the control target while improving the system response speed and reducing the complexity of system implementation to solve the above problems.

[0007] In order to achieve the above purpose, the following technical solutions are provided:

[0008] A vehicle roll feedforward control method for active suspension, the roll feedforward control algorithm steps are: constructing a roll state prediction unit, deriving the roll moment of the vehicle body caused by the vehicle turning, predicting the degree of the vehicle body roll; calculating the roll suppression moment, constructing a control moment calculation unit, calculating the suspension deformation resistance moment of the vehicle, determining the moment generated by the ground friction on the vehicle chassis; constructing a moment distribution calculation unit, combining the influence of the above two moments, finally determining the total moment on the chassis of the vehicle during turning and the distribution ratio between the front and rear chassis; constructing a control force calculation unit, calculating the target active suspension force at the four wheels required to realize the front and rear suspension control moment, converting the target control moment into target control force, and providing specific control instructions for the rear end execution;

[0009] Preferably, it specifically includes the following steps:

[0010] (1) Calculate the roll moment generated by centrifugal force: the "roll state prediction" unit obtains the lateral acceleration value a y detected by the sensor, and derives the roll moment generated by the centrifugal force on the vehicle body according to the known vehicle body mass m, the vehicle body gravity center height H, and the basic rolling moment physical formula The calculation formula is:

[0011]

[0012] (2) Calculate the roll moment generated by gravity: the "roll state prediction" unit first converts the lateral acceleration value a y into a roll target angle Ag (the roll target angle means the adjusted roll angle of the vehicle body after the suppression of the active suspension) according to the fixed "acceleration-target roll angle" two-dimensional mapping table; secondly, the roll moment M G generated by gravity is calculated according to the known vehicle body mass m and the acceleration of gravity g; the calculation formula is:

[0013] M G = Ag x m x g

[0014] (3) Calculate the resistance moment generated by the deformation of the chassis structure: the "control moment calculation" unit calculates the resistance moment M f generated by the deformation of the chassis structure when the vehicle body is inclined to the roll target angle Ag according to the known front axle roll stiffness k r and the rear axle roll stiffness k struct_anti ; the calculation formula is:

[0015] M struct_anti = Ag x k f + Ag x k r

[0016] (4) Calculate the required control moment: The "control moment calculation" unit determines how much control moment M ctrl is required for the active suspension based on the results of steps (1), (2), and (3) above.

[0017]

[0018] (5) To ensure that the active control of roll does not change the steering characteristics of the original vehicle chassis, the distribution of the roll control moment M of the active suspension between the front and rear axles is determined based on the proportion of the torsional moment acting on the chassis of the original vehicle during steering.

[0019] Calculate the proportion of the front and rear moment distribution: First, the "moment distribution calculation" unit determines the moment generated by the suspension force on the chassis based on the front and rear suspension roll stiffness k f and k r . Then, in combination with the lateral acceleration ay, the front and rear axle masses m f and m r , and the front and rear roll center heights H f and H r , the moment generated by the ground friction on the chassis is determined. Then, based on the results of the above two steps, the torsional moment and acting on the front and rear chassis is obtained. Finally, based on the proportion of the front and rear chassis torsional moment, the proportion of the active roll control moment distributed between the front and rear axles is determined. Let the proportion coefficients be and , where represents the sum of the front and rear moment distribution. The calculation formula is:

[0020]

[0021] (6) Calculate the four active control forces: The "control force calculation" unit first calculates the front and rear control moments M f and M r based on the results of steps (4) and (5) above, and finally calculates the four active forces F fl , F fr , F rl , and F rr based on the front wheel track L f and the rear wheel track L r . The calculation formula is:

[0022]

[0023] F fr = -F fl

[0024]

[0025] F rr = -F rl

[0026] After the calculation and processing of each unit module in steps (1) to (6), the control force required for the active suspension to suppress the roll phenomenon is finally obtained.

[0027] Preferably, the body roll acceleration is measured by a vehicle acceleration sensor, and the controller embedded with the control method algorithm sends the required control force to the active suspension actuator installed on the vehicle in the form of a control command. The active suspension actuator outputs an execution force with an actual size according to the control command, and then forms a support force or a pulling force for the four axles of the suspension system, thereby reducing the degree of body roll of the vehicle during steering.

[0028] Preferably, the actuator is a hydraulic control mechanism.

[0029] The beneficial effects of the present application are:

[0030] 1. The feedforward scheme of the present application solves the problem that the feedback control cannot respond in time to the rapid change of the vehicle driving state to some extent. The control algorithm scheme of the present application quickly predicts the degree of body roll and timely calculates the control target, and issues a control command before the actual body roll occurs.

[0031] 2. The control algorithm scheme of the present application first derives the target control force of the active suspension based on the torque balance principle through a simple physical formula to achieve stable control effect; secondly, the calculation unit of the present application is decoupled layer by layer, making the algorithm more easily transplanted and changed. BRIEF DESCRIPTION OF DRAWINGS

[0032] Figure 1 The step flow chart of the active suspension control scheme algorithm of the vehicle of the present application when rolling;

[0033] Figure 2 The simulation result graph of the vehicle roll angle under the condition of normal steering;

[0034] Figure 3 The simulation result graph of the vehicle roll angle under the condition of severe steering;

[0035] Figure 4 The simulation result graph of the vehicle roll angle under the condition of continuous steering. DETAILED DESCRIPTION

[0036] The technical solutions of the structural schematic diagrams in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by a person of ordinary skill in the art without creative effort belong to the protection scope of the present application.

[0037] As shown in the formula (1) and the formula (2): Figure 1 A vehicle roll front feed control method for an active suspension is provided. First, a roll state prediction unit is provided, which can derive a roll torque of a vehicle body during turning based on information collected by vehicle sensors and according to vehicle specification parameters. In order to offset the roll torque, a calculation method of a roll suppression torque is given based on the torque balance principle and the structural characteristics of the vehicle chassis suspension. In order to realize the roll suppression torque through the active suspension, a torque distribution unit is finally given to calculate the target active suspension forces distributed at the four wheels.

[0038] The steps of the roll front feed control algorithm are as follows:

[0039] The roll state prediction unit is constructed. The roll torque under the combined action of centrifugal force and vehicle weight is calculated based on the lateral acceleration information of the vehicle body collected by the vehicle sensors and the parameters such as the mass and the center of mass height of the vehicle, and the total roll torque is obtained. Through the unit, the system can predict the degree of roll of the vehicle body.

[0040] The control torque calculation unit is constructed. Based on the torque balance principle, the required reverse torque in the roll suppression state is first obtained, which is formed by the control torque provided by the present application and the resistance torque naturally generated by the suspension deformation. Further, the suspension deformation resistance torque is calculated based on the suspension stiffness parameters, and finally the required control torque is derived. Through the unit, the system can clearly control the target of the vehicle roll state.

[0041] The torque distribution calculation unit is constructed. First, the torque generated by the suspension force on the vehicle chassis is calculated according to the roll stiffness of the front and rear suspensions. Then, the torque generated by the ground friction on the vehicle chassis is determined based on the lateral force generated by the front and rear tires during turning. Finally, the total torque on the chassis during turning of the vehicle and the distribution ratio between the front and rear chassis are determined by combining the effects of the above two torques. The ratio serves as a reference for the distribution of the active suspension control torque, so that the system can give the control torque targets of the front and rear suspensions without changing the original turning characteristics of the vehicle.

[0042] The control force calculation unit is constructed to calculate the target active suspension forces at the four wheels required to achieve the front and rear suspension control moments by using the track parameters. Through the unit, the system can convert the target control moment into a target control force to provide specific control instructions for the rear end execution.

[0043] In some embodiments, the control force required by the rear end control system to suppress roll is derived according to the sensor signals of the vehicle, the specification parameters of the vehicle itself, and the calculation processing of the proposed "roll state prediction" unit, "control moment calculation" unit, "moment distribution calculation", and "control force calculation" unit. Finally, the suspension vertical control force instruction is output by the controller embedded with the control scheme algorithm, and the actual control force is provided by the active suspension actuators at the four wheels of the vehicle.

[0044] In some embodiments, the control scheme can be converted into a calculation code and run on a vehicle embedded electronic control unit or implemented in a rapid prototyping device.

[0045] Embodiments:

[0046] Active suspension roll algorithm verification based on vehicle simulation test:

[0047] I. Simulation test scheme design:

[0048] To verify the effectiveness of the active suspension scheme algorithm of the vehicle in roll, the vehicle is simulated to carry passive suspension and active suspension with the control algorithm, and the body roll angle is compared in different steering processes to judge the actual effect of the algorithm. Three typical working conditions, i.e., normal steering, severe steering, and continuous steering, are selected for testing, and the parameter setting, execution process, and data collection logic of the simulation test are determined as follows:

[0049] (I) Unified simulation basic parameters (common for normal, severe, and continuous steering conditions);

[0050] In the Carsim simulation software, the basic parameters of the simulation vehicle are set to simulate the physical characteristics of a general large passenger car:

[0051] Sprung mass: m = 2665 kg,

[0052] Among them, the front axle mass m f = 1300.5 kg, and the rear axle mass m r = 1364.5 kg;

[0053] Vehicle body center of gravity height: H = 0.6278 m;

[0054] Front axle roll stiffness: k f = 2050 nm / deg;

[0055] Rear axle roll stiffness: kr = 950 nm / deg;

[0056] Front axle roll center height: H f = 0.06 m;

[0057] Rear axle roll center height: H r = 0.32 m;

[0058] Front wheel track: L f = 1.718 m;

[0059] Rear wheel track: L r = 1.718 m.

[0060] (ii) Sub-conditions and execution logic;

[0061] 1. Normal steering condition; as shown in: Figure 2

[0062] Motion parameters setting: Set the initial vehicle speed v = 80 km / h, and the road adhesion coefficient μ = 1.0. Simulate the normal steering operation by continuously inputting the steering wheel rotation of 30 deg, which is realized by the "Steering Wheel Angle" instruction of the "Driver Controls" module in Carsim.

[0063] Algorithm verification logic: In Simulink, build the simulation model of "access side roll feedforward control algorithm module (active suspension)" and "non-access algorithm module (passive suspension)", and use the Carsim-Simulink joint simulation interface to collect the data of the roll angle of the vehicle body (obtained through the "Roll Angle" signal of the "Variables Activated for Export" module in Carsim) changing with time.

[0064] 2. Severe steering condition; as shown in: Figure 3

[0065] Motion parameters setting: Based on the normal steering condition, adjust the steering wheel rotation input to 60 deg, and keep the rest of the parameters (vehicle initial speed and road adhesion coefficient) consistent with the normal steering condition, to simulate more severe steering operation.

[0066] Algorithm verification logic: As in the normal steering condition, with the help of Carsim-Simulink joint simulation, compare the roll angle data of the active suspension (access algorithm) and the passive suspension (non-access algorithm) to test the effectiveness of the algorithm under extreme conditions.

[0067] 3. Continuous steering condition; as shown in: Figure 4 ​​​

[0068] Motion parameters setting: Set the initial speed of the vehicle v = 90 km / h, and the road adhesion system μ = 1.0. In the "Driver Controls" module of Carsim, input a continuous sine wave steering wheel angle with a period of 4 seconds and an amplitude of 50 deg, to simulate continuous steering operation.

[0069] Algorithm verification logic: Also in Simulink, build an active suspension (access algorithm) and passive suspension (not access algorithm) model, and collect and compare the dynamic response data of the body roll angle by means of Carsim-Simulink co-simulation.

[0070] II. Simulation results and formula calculation correlation verification:

[0071] (I) Verification of regular steering conditions (combined with Figure 2 Formula calculation description)

[0072] 1. Key parameters and formula application;

[0073] Through the sensor module of the Carsim simulation model, the body lateral acceleration a y = 2.45 m / s^2 of this condition is obtained. According to the formula Substitute the physical parameters of the simulation vehicle, the roll moment M According to the formula M G = Ag × m × g, substitute the physical parameters of the simulation vehicle, the roll moment M G = 0.2 × 2665 × 9.8 = 5223.4 N·m generated by gravity.

[0074] According to the formula M stuct_anti = Ag × k f + Ag × k r , substitute the physical parameters of the simulation vehicle, the chassis resistance moment M stuct_anti = 0.2 × 2050 + 0.2 × 950 = 600 N·m. According to the formula Substitute to get the control moment M ctrl = 4099.06 + 5223.4 - 600 = 8722.46 N·m.

[0075] According to the "torque distribution calculation" unit logic, combined with the physical parameters of the simulation vehicle, the front axle distribution coefficient The rear axle distribution coefficient The front axle control moment The rear axle control moment

[0076] Finally, according to the wheel base (front wheel base L f = 1.718 m, rear wheel base L r = 1.718 m) set in Carsim, four axle active control forces are calculated: front wheel left side control force F front wheel right side control force F fr = -F fl ≈ -2322.70 N; front wheel left side control force F front wheel right side control force F rr = -F rl ≈ -1423.59 N.

[0077] 2. Roll angle simulation result verification; as shown in the following figure: Figure 2

[0078] Figure 2 In the figure, the longitudinal coordinate is the body roll angle (deg), the horizontal coordinate is the time (second), the solid line represents the active suspension (algorithm connected), the dashed line represents the passive algorithm (algorithm not connected), and the data are all from Carsim-Simulink joint simulation collection.

[0079] Passive suspension (dashed line): in the initial stage, due to the steering wheel rotation input, the body roll angle rises rapidly, and after the peak, although there is fluctuation, it is stable at about 1.6 deg. This is because the passive suspension does not actively suppress the roll torque, but only relies on the physical characteristics of the suspension in the Carsim model to resist the roll, and the roll phenomenon is obvious.

[0080] Active suspension (solid line): after the algorithm is connected, the active suspension outputs the execution force through the hydraulic control mechanism actuator according to the control force command calculated by the above formula. In the initial stage, the roll angle has a small amplitude response, and then it is rapidly stabilized at about 0.3 deg. By comparison, the active suspension uses the algorithm to calculate and distribute the control torque, which effectively offsets the roll torque generated by steering, verifies the effectiveness of the formula calculation and control logic, and reflects the suppression effect of the application on the roll in the conventional steering condition.

[0081] (II) Verification of severe steering condition; as shown in the following figure: Figure 3

[0082] 1. Key parameters and formula application;

[0083] Based on the conventional steering condition, only the steering wheel rotation angle is adjusted to 60 deg, the lateral acceleration a y = 4.61 m / s^2, the roll target angle Ag = 0.5 deg, and the rest of the parameters are consistent with the conventional steering condition.

[0084] Centrifugal force roll torque: ​​

[0085] Rolling moment of gravity: M G = 0.5 x 2665 x 9.8 = 13058.5 N-m.

[0086] Rolling moment of chassis resistance: M stuct_anti = 0.5 x 2050 + 0.5 x 950 = 1500 N-m.

[0087] Active control moment: M ctrl = 7712.93 + 13058.5 - 1500 = 19271.43 N-m.

[0088] Torque distribution and control force: Based on the axle load distribution after the working condition change in Carsim, recalculate the front and rear axle torque distribution ratio M f = 19271.43 x 0.63 ≈ 12141 N-m, M r = 19271.43 x 0.37 ≈ 7130.43 N-m. Recalculate the wheel control force, the left front wheel control force The left rear wheel control force 3062.52 N, and the right side control force is the opposite of the left side.

[0089] 2. The simulation results of roll angle verification; as Figure 3 shown:

[0090] Figure 3 Among them, the longitudinal coordinate is the roll angle of the vehicle body (deg), and the horizontal coordinate is the time (second), the solid line represents the active suspension (connected to the algorithm), and the dashed line represents the passive suspension (not connected to the algorithm), and the data comes from the Carsim-Simulink joint simulation.

[0091] Passive suspension (dashed line): due to more severe steering, the roll moment increases, the peak value of the roll angle of the vehicle body exceeds 3 deg, and the stable value after fluctuation is also higher, and the roll phenomenon is significantly deteriorated;

[0092] Active suspension (solid line): according to the control strategy calculated by the formula, the active suspension outputs the execution force through the Carsim actuator to offset the moment, and stabilizes the roll angle at about 0.6 deg. The active control moment and the execution force calculated by the formula effectively deal with the roll in extreme working conditions, verify the robustness of the algorithm, and embody the practicability of the formula calculation and the control scheme.

[0093] (Three) continuous steering working condition verification; as Figure 4 shown:

[0094] 1. Key parameters and formula application;

[0095] Carsim is set up with continuous steering parameters (initial speed 90km / h, sinusoidal steering wheel angle, etc.). Since the steering wheel angle changes in real time, the magnitude and direction of the roll acceleration of the vehicle body also changes. The "acceleration-target roll angle" two-dimensional mapping table is used to output the preset ideal roll angle of the vehicle body (allowing a certain roll under the premise of not affecting comfort), so the target roll angle also changes in real time with the roll acceleration. The following selects a certain time when the roll amplitude of the vehicle body is the largest in this working condition for algorithm processing, and the control force result at this time is obtained. The final output control force in the actual simulation process is real-time changing.

[0096] The lateral acceleration a at a certain time is obtained by co-simulation y = 3.92 m / s^2, the target roll angle Ag = 0.45 deg, and the moments and control forces are recalculated (the formulas are the same as before, and the parameters are based on Carsim simulation data):

[0097] Centrifugal force roll moment:

[0098] Roll moment of gravity: M G = 0.45 x 2665 x 9.8 = 11752.65 N·m.

[0099] Chassis resistance moment: M stuct_anti = 0.45 x 2050 + 0.45 x 950 = 1350 N·m.

[0100] Active control moment: M ctrl = 6558.5 + 11752.65 - 1350 = 16961.15 N·m.

[0101] Moment distribution and control force: combined with the dynamic distribution of axle load after the working condition change in Carsim, the front and rear axle moment distribution ratio is recalculated M f = 16961.15 x 0.62 ≈ 10515.91 N·m, M r = 16961.15 x 0.38 ≈ 6445.24 N·m. The axle control force is calculated in the same way, and is dynamically adjusted during continuous steering.

[0102] 2. Roll angle simulation result verification; as shown in Figure 4 :

[0103] Figure 4 In the figure, the vertical coordinate is the roll angle of the vehicle body (deg), and the horizontal coordinate is the time (s). The solid line represents the active suspension (connected to the algorithm), and the dashed line represents the passive suspension (not connected to the algorithm). The data is obtained from Carsim-Simulink co-simulation.

[0104] Passive suspension (dashed line): under continuous sinusoidal steering wheel angle input, the roll angle dynamic response presents obvious periodic fluctuation. The peak value of roll angle reaches the natural roll state of passive suspension (plus or minus 2-3 deg).

[0105] Active suspension (solid line): based on the feedforward control method calculated by formula, the active suspension calculates the roll trend in advance and distributes the control moment, which is adjusted by Carsim actuator in real time. During the whole continuous steering process, the dynamic amplitude of roll angle is always maintained in a small range of plus or minus 0-1 deg, and there is no significant phase lag. This verifies that the control algorithm can effectively suppress the continuous steering roll phenomenon in time, and reflects the advantages of the scheme in dynamic complex working conditions.

[0106] Three, comprehensive verification conclusion:

[0107] Through the simulation test of three typical working conditions of conventional steering ( Figure 2 ), severe steering ( Figure 3 ), continuous steering ( Figure 4 ), combined with the formula calculation of active suspension control moment and execution force, the roll angle data of active suspension (connected to the algorithm) and passive suspension (not connected to the algorithm) are compared, which can be obtained:

[0108] The roll angle of passive suspension vehicle is large when steering, and the roll angle deteriorates obviously with the increase of steering severity; the active suspension vehicle equipped with the control algorithm can control the roll angle of the vehicle body to a low level by using the complete logic of "roll state prediction-control moment calculation-moment distribution-control force output" derived by formula.

[0109] The active suspension vehicle roll feedforward control scheme algorithm is verified by formula calculation and simulation test, which proves its effectiveness, robustness and practicability in suppressing vehicle roll phenomenon, and can significantly improve the stability and comfort of the vehicle during steering.

Claims

1. A vehicle roll front feed control method for active suspension, characterized in that: The roll front feed control algorithm steps are: constructing a roll state prediction unit, deriving the roll moment of the vehicle body caused by the roll of the vehicle during steering, and predicting the degree of roll of the vehicle body; calculating the roll suppression moment, constructing a control moment calculation unit, calculating the suspension deformation resistance moment of the vehicle, and determining the moment generated by the ground friction on the vehicle chassis; constructing a moment distribution calculation unit, combining the effects of the above two moments, and finally determining the total moment on the chassis of the vehicle during steering and the distribution ratio between the front and rear chassis; constructing a control force calculation unit, calculating the target active suspension force required at the four wheels to achieve the front and rear suspension control moment, converting the target control moment into target control force, and providing specific control instructions for the rear end execution. Specifically comprising the following steps:

2. The vehicle roll feedforward control method for active suspension according to claim 1, characterized by: The calculation formula is: (1) Calculate the roll moment generated by centrifugal force: the "roll state prediction" unit obtains the lateral acceleration value a detected by the sensor y According to the known vehicle body mass m and the height of the vehicle body gravity center H, the roll moment generated by centrifugal force on the vehicle body is derived according to the basic roll moment physical formula The calculation formula is: (2) Calculate the roll moment due to gravity: The "roll state prediction" unit first converts the lateral acceleration value a y into a roll target angle Ag (roll target angle means the roll angle of the vehicle body after the suppression by the active suspension) according to a predetermined "acceleration-target roll angle" two-dimensional mapping table; and then calculates the roll moment M G due to gravity according to the known vehicle body mass m and the gravitational acceleration g. (5) In order to ensure that the active control to suppress roll does not change the original vehicle chassis steering characteristics, the distribution ratio of the torsional moment acting on the chassis of the original vehicle during steering is used to determine the distribution relationship of the active suspension roll control moment Mctrl between the front and rear axles; M G = Ag x m x g (3) Calculate the resisting moment generated by the deformation of the chassis structure: The "control moment calculation" unit calculates the resisting moment M struct_anti generated by the chassis structure when the vehicle body is tilted to the target roll angle Ag, based on the known front roll stiffness k f and the rear roll stiffness k r ; the calculation formula is: M struct_anti = Ag x k f + Ag x k r (4) Calculate the required control moment: The "control moment calculation" unit determines how much control moment M the active suspension needs to generate according to the data results of steps (1), (2), and (3) above ctrl The calculation formula is: Let The proportion of the front and rear axle moment distribution is calculated as follows: First, the "moment distribution calculation" unit determines the moment of the suspension force on the chassis based on the front and rear suspension roll stiffness k f and k r ; then, the moment of the ground friction force on the chassis is determined based on the lateral acceleration ay, the front and rear axle mass m f and m r , and the front and rear axle roll center height H f and H r ; then, the torsional moment of the front and rear axle chassis is determined based on the results of the above two steps and ; finally, the proportion of the active moment of roll control distributed between the front and rear axles is determined based on the proportion of the front and rear axle chassis torsional moment. The calculation formula is: This proportionality factor is respectively and wherein denotes the sum of the front and rear axle torque distribution; After the calculation and processing of each unit module in steps (1) to (6) above, the control force required for the active suspension to suppress roll is finally obtained. (6) Calculation of four axle driving control forces: The "control force calculation" unit first calculates the control torque M f , M r of the front and rear axles according to the data results of steps (4) and (5) above, and finally calculates the four axle driving forces F f , F r , F fl , F fr according to the front wheel base L rl , the rear wheel base L rr ; the calculation formula is: F fr = -F fl F rr = -F rl The vehicle body roll acceleration is measured by a vehicle acceleration sensor, and the controller embedded with the control method scheme algorithm sends the required control force to the active suspension actuator installed on the vehicle in the form of control instructions. The active suspension actuator outputs an execution force with actual size according to the control instructions, and then forms a support force or a pulling force for the four vehicle axles of the suspension system, so as to reduce the degree of vehicle body roll during steering.

3. The vehicle roll feedforward control method for active suspension according to claim 2, characterized by: The actuator is a hydraulic control mechanism.

4. The vehicle roll feedforward control method for active suspension according to claim 3, characterized by: ​

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