Active suspension control method and device for corner module vehicle, computer device and readable storage medium

Abstract

The application relates to a kind of active suspension control method, device, computer equipment and readable storage medium of corner module vehicle.The method comprises: obtaining vehicle state parameters and attribute information;According to vehicle state parameters, attribute information and preset rollover prevention constraint, determine the rollover prevention torque and suspension total active force in the current vehicle state;Based on preset optimization target, rollover prevention torque and suspension total active force, each suspension corresponding control force is distributed, and each suspension corresponding target control force is obtained;Target control force is used to control each suspension active suspension control.This method can improve the accuracy of rollover prevention control, and improve the safety of corner module vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to an active suspension control method and device for an angular module vehicle, a computer device and a readable storage medium. BACKGROUND

[0002] With the development of vehicle intelligence, the vehicle chassis configuration develops from the traditional chassis configuration (for example, the monocoque chassis) of mechanical constraint to the highly integrated angular module. The angular module can improve the degree of freedom of vehicle control through independent drive-by-wire adjustment of multiple actuators.

[0003] In the conventional technology, the vehicle control for preventing rollover of the angular module vehicle mainly calculates state variables such as yaw rate or roll angle through vehicle sensor parameters to quantify the rollover risk of the current vehicle, and then controls the steering amplitude and driving force of the vehicle through steering constraints and driving constraints to keep the yaw rate or roll angle within a safe range and prevent vehicle rollover.

[0004] However, the vehicle control for preventing rollover in the conventional technology relies on a single state variable, which leads to poor control accuracy for preventing rollover and poor safety of the vehicle. SUMMARY

[0005] Therefore, it is necessary to provide an active suspension control method and device for an angular module vehicle, a computer device and a readable storage medium to solve the above technical problems.

[0006] In a first aspect, the present application provides an active suspension control method for an angular module vehicle, comprising:

[0007] obtaining vehicle state parameters and attribute information;

[0008] determining a rollover torque and a total active force of the suspension under the current vehicle state according to the vehicle state parameters, the attribute information and a preset rollover constraint;

[0009] distributing control forces corresponding to each suspension based on a preset optimization target, the rollover torque and the total active force of the suspension to obtain target control forces corresponding to each suspension; the target control forces are used for active suspension control of each suspension.

[0010] In one embodiment, the determination of the rollover torque and the total active force of the suspension under the current vehicle state according to the vehicle state parameters, the attribute information and the preset rollover constraint comprises:

[0011] updating the vehicle state in real time according to the vehicle state parameters and the attribute information;

[0012] If the vehicle state is a target state, a rollover prevention torque and a total active force of a suspension under the current vehicle state are determined according to the vehicle state parameter, the attribute information and a preset rollover prevention constraint.

[0013] In one of the embodiments, the determination of the rollover prevention torque and the total active force of the suspension under the current vehicle state according to the vehicle state parameter, the attribute information and the preset rollover prevention constraint comprises:

[0014] a lateral dynamics model and a vertical dynamics model are respectively constructed according to the vehicle state parameter and the attribute information;

[0015] a constraint analysis is performed on the lateral dynamics model based on the preset rollover prevention constraint, to obtain the rollover prevention torque under the current vehicle state;

[0016] a constraint analysis is performed on the vertical dynamics model based on the preset rollover prevention constraint, to obtain the total active force of the suspension under the current vehicle state.

[0017] In one of the embodiments, the constraint analysis performed on the lateral dynamics model based on the preset rollover prevention constraint to obtain the rollover prevention torque under the current vehicle state comprises:

[0018] a first target state corresponding to the current vehicle is obtained by performing a calculation on the lateral dynamics model based on the preset rollover prevention constraint; the first target state represents a safe state of the current vehicle against rollover in a lateral dynamic dimension;

[0019] the required rollover prevention torque under the current vehicle state is determined based on the first target state and the current vehicle state.

[0020] In one of the embodiments, the constraint analysis performed on the vertical dynamics model based on the preset rollover prevention constraint to obtain the total active force of the suspension under the current vehicle state comprises:

[0021] a second target state corresponding to the current vehicle is obtained by performing a calculation on the vertical dynamics model based on the preset rollover prevention constraint; the second target state represents a safe state of the current vehicle against rollover in a vertical force dimension;

[0022] the required total active force of the suspension under the current vehicle state is determined based on the second target state and the current vehicle state.

[0023] In one of the embodiments, the distribution of the control force corresponding to each suspension based on the preset optimization target, the rollover prevention torque and the total active force of the suspension to obtain the target control force corresponding to each suspension comprises:

[0024] a control force distribution coefficient corresponding to each suspension is obtained;

[0025] Based on the control force allocation coefficient, the anti-rollover moment and the first correlation between the control force corresponding to each suspension and the second correlation between the total active force of the suspension and the control force corresponding to each suspension, the control force corresponding to each suspension is allocated under the optimization guidance of the preset optimization target to obtain the target control force corresponding to each suspension.

[0026] Secondly, this application also provides an active suspension control device for a corner module vehicle, comprising:

[0027] The acquisition module is used to acquire vehicle status parameters and attribute information;

[0028] The determination module is used to determine the anti-rollover moment and total active force of the suspension under the current vehicle state based on the vehicle state parameters, the attribute information and the preset anti-rollover constraint;

[0029] The allocation module is used to allocate the control force corresponding to each suspension based on the preset optimization target, the anti-rollover moment, and the total active force of the suspension, so as to obtain the target control force corresponding to each suspension; the target control force is used to perform active suspension control on each suspension.

[0030] In one embodiment, the determining module is specifically used to update the vehicle status in real time based on the vehicle status parameters and the attribute information;

[0031] If the vehicle state is the target state, the anti-rollover moment and total active force of the suspension are determined according to the vehicle state parameters, the attribute information and the preset anti-rollover constraint in the current vehicle state.

[0032] In one embodiment, the determining module is specifically used to construct a lateral dynamics model and a vertical dynamics model based on the vehicle state parameters and the attribute information, respectively;

[0033] The lateral dynamics model is constrained based on the preset anti-rollover constraints to obtain the anti-rollover moment under the current vehicle state.

[0034] Based on the preset anti-rollover constraints, the vertical dynamic model is constrained to obtain the total active force of the suspension under the current vehicle state.

[0035] In one embodiment, the determining module is specifically used to calculate the lateral dynamics model based on preset anti-rollover constraints to obtain a first target state corresponding to the current vehicle; the first target state characterizes the anti-rollover safety state of the current vehicle in the lateral dynamic dimension;

[0036] The required anti-rollover torque under the current vehicle state is determined based on the first target state and the current vehicle state.

[0037] In one of the embodiments, the determining module is specifically configured to calculate the vertical dynamics model based on a preset rollover prevention constraint to obtain a second target state corresponding to the current vehicle; the second target state represents a safe state of the current vehicle in the vertical force dimension for preventing rollover;

[0038] determine the required suspension total active force under the current vehicle state based on the second target state and the current vehicle state.

[0039] In one of the embodiments, the distributing module is specifically configured to obtain a control force distribution coefficient corresponding to each suspension;

[0040] distribute the control force corresponding to each suspension under the optimization guidance of a preset optimization target based on the control force distribution coefficient, the rollover prevention torque, a first correlation between the control force corresponding to each suspension, and a second correlation between the suspension total active force and the control force corresponding to each suspension, to obtain a target control force corresponding to each suspension.

[0041] In a third aspect, the present application further provides a computer device, comprising a memory and a processor, the memory stores a computer program, and the processor realizes the following steps when executing the computer program:

[0042] obtain vehicle state parameters and attribute information;

[0043] determine a rollover prevention torque and a suspension total active force under a current vehicle state according to the vehicle state parameters, the attribute information, and a preset rollover prevention constraint;

[0044] distribute a control force corresponding to each suspension based on a preset optimization target, the rollover prevention torque, and the suspension total active force, to obtain a target control force corresponding to each suspension; the target control force is used for active suspension control of each suspension.

[0045] In a fourth aspect, the present application further provides a computer readable storage medium, which stores a computer program, and the computer program realizes the following steps when executed by a processor:

[0046] obtain vehicle state parameters and attribute information;

[0047] determine a rollover prevention torque and a suspension total active force under a current vehicle state according to the vehicle state parameters, the attribute information, and a preset rollover prevention constraint;

[0048] distribute a control force corresponding to each suspension based on a preset optimization target, the rollover prevention torque, and the suspension total active force, to obtain a target control force corresponding to each suspension; the target control force is used for active suspension control of each suspension.

[0049] In a fifth aspect, the present application also provides a computer program product comprising a computer program which, when executed by a processor, implements the following steps:

[0050] obtaining vehicle state parameters and attribute information;

[0051] determining a rollover prevention torque and a total active force of the suspension under the current vehicle state according to the vehicle state parameters, the attribute information and a preset rollover prevention constraint;

[0052] distributing a control force corresponding to each suspension based on a preset optimization target, the rollover prevention torque and the total active force of the suspension to obtain a target control force corresponding to each suspension; the target control force is used for active suspension control of each suspension.

[0053] The active suspension control method, device, computer equipment and readable storage medium of the corner module vehicle described above, obtain vehicle state parameters and attribute information; update the vehicle state in real time according to the vehicle state parameters and attribute information, if the vehicle state is a target state, determine a rollover prevention torque and a total active force of the suspension under the current vehicle state according to the vehicle state parameters, attribute information and a preset rollover prevention constraint; distribute a control force corresponding to each suspension based on a preset optimization target, the rollover prevention torque and the total active force of the suspension to obtain a target control force corresponding to each suspension; the target control force is used for active suspension control of each suspension. By using the method, the rollover prevention torque and the total active force of the suspension under the current vehicle state are calculated by the preset rollover prevention constraint, the basis for the control of the rollover prevention vehicle by the comprehensive factors of the vertical force distribution and the tire lateral force change is realized, the dimension relied on by the active suspension control of the vehicle under the rollover prevention is enriched, the preset rollover prevention constraint can be used for active suspension control in the dimension of the rollover prevention torque and the total active force of the suspension, and then on the basis of multi-dimensional data, the control force of each suspension is distributed to obtain the target control force under the guidance of the preset optimization target, the active suspension control and the rollover prevention control are combined, the accuracy of the rollover prevention control of the corner module vehicle is improved, and the safety of the vehicle is improved. BRIEF DESCRIPTION OF DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the description of the embodiments of the present application or the related art will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other related drawings can be obtained by those skilled in the art without creating any inventive labor.

[0055] Figure 1 It is a flowchart of the active suspension control method of the corner module vehicle in an embodiment;

[0056] Figure 2 Flowchart of a process for active suspension dynamic control of a corner module vehicle in an embodiment;

[0057] Figure 3 Flowchart of a process for calculating anti-rollover moment and total active force of suspension based on lateral dynamics model and vertical dynamics model in an embodiment;

[0058] Figure 4 Schematic diagram of a lateral dynamics model in an embodiment;

[0059] Figure 5 Schematic diagram of a vertical dynamics model in an embodiment;

[0060] Figure 6 Flowchart of a process for calculating anti-rollover moment in an embodiment;

[0061] Figure 7 Flowchart of a process for calculating total active force of suspension in an embodiment;

[0062] Figure 8 Flowchart of a process for distributing suspension control force to obtain target control force in an embodiment;

[0063] Figure 9 Flowchart of an example of an active suspension control method of a corner module vehicle in an embodiment;

[0064] Figure 10 Schematic diagram of simulation experiment results of an active suspension control method of a corner module vehicle in an embodiment;

[0065] Figure 11 Block diagram of an active suspension control device of a corner module vehicle in an embodiment;

[0066] Figure 12 Internal structure diagram of a computer device in an embodiment. DETAILED DESCRIPTION

[0067] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0068] It should be noted that the terms "first", "second", etc. used in the present application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "include" and "have" and any variations thereof used in the present application are intended to cover non-exclusive inclusion. The term "a plurality of" used in the present application refers to two or more. The term "and / or" used in the present application refers to one of the options or any combination of a plurality of options.

[0069] In one embodiment, as shown in Figure 1 A method for actively controlling the suspension of an angular module vehicle is provided. The method is applied to a terminal, which can be a vehicle control terminal. It should be understood that the method can also be applied to a server, and can also be applied to a system including a terminal and a server, and can be implemented through the interaction of the terminal and the server. The method includes the following steps:

[0070] Step 102, obtaining vehicle state parameters and attribute information.

[0071] In the embodiment, the vehicle control terminal can actively control the suspension of the angular module vehicle. The suspension system of the angular module vehicle can be independently adjusted by multiple actuators. That is, there is no mechanical constraint between the wheels in the suspension system of the angular module vehicle. Therefore, the suspension system of the angular module vehicle has high control freedom, and can realize flexible distribution of single-wheel vertical force and suspension stiffness. On this basis, the angular module vehicle can actively control the suspension to actively suppress the body inclination and dynamically adjust the lateral load distribution under extreme conditions such as high-speed turning or emergency lane changing, thereby realizing active control of vehicle rollover prevention.

[0072] When the corner module vehicle needs to be controlled by the active suspension, the vehicle control terminal obtains vehicle state parameters through sensors and obtains attribute information pre-stored in the vehicle control terminal. The vehicle state parameters include lateral acceleration of the vehicle, lateral force of front and rear tires of the vehicle, steering angle of the front wheel of the vehicle, body roll angle, lateral acceleration of the roll angle, and the like. The attribute information includes vehicle mass, sprung mass, roll moment of inertia, and the like. Since the attribute information of the vehicle is not changed with the state of the vehicle, the attribute information of the vehicle can be pre-stored in the vehicle control terminal, and the attribute information can be directly used when the vehicle needs to be controlled by the active suspension. The lateral acceleration, lateral force of the front and rear tires of the vehicle, and the like are changed with the state of the vehicle, for example, when the vehicle changes from straight driving to sharp turning, the steering angle and the lateral force of the vehicle increase with the state of the vehicle turning, so the vehicle state parameters need to be collected in real time by the sensors. When the active suspension needs to be controlled, the vehicle state parameters collected in real time by the sensors are used as the basis for the active suspension control, so as to ensure the accuracy of the active suspension control for the rollover prevention.

[0073] In step 104, the rollover prevention torque and the total active force of the suspension under the current vehicle state are determined according to the vehicle state parameters, the attribute information, and the preset rollover prevention constraint.

[0074] In the embodiment of the application, since the vertical forces between the wheels of the distributed electric drive corner module chassis and the suspension posture are no longer balanced by the traditional mechanical structure, in order to realize the active control of the suspension against rollover under extreme working conditions, it is necessary to rely on the constraints to distribute and adjust the vertical loads of the wheels and the suspension stiffness, so as to realize the active stabilization of the body posture. For example, in the high-speed double lane change test or moose test of the corner module vehicle, the vehicle driving conditions are mostly high-speed turning and emergency lane changing. In order to maintain the driving safety of the vehicle and prevent the vehicle from rolling over, the corner module vehicle needs to keep the state variables of the vehicle within the preset safe state interval under different driving conditions. Therefore, the preset rollover prevention constraint is stored in the vehicle control terminal. The preset rollover prevention constraint is set based on the safety performance requirements and physical limits of the vehicle, for example, the safety threshold corresponding to the rollover angle of the vehicle, the vertical load constraint of the wheel, the roll angle constraint, and the constraint of the driving state of the vehicle to avoid lateral displacement of the vehicle.

[0075] When the vehicle turns, accelerates or decelerates, the vehicle generates lateral force and roll moment, which reduces the vehicle stability and causes the risk of vehicle rollover. Therefore, in order to ensure that the corner module vehicle maintains a safe state during driving, the vehicle control terminal takes the anti-rollover moment and the total active force of the suspension as the data basis for suspension control. Specifically, the vehicle control terminal can determine the anti-rollover moment required by the active suspension control by the attribute information and the vehicle state parameters of the vehicle, and under the action of the preset anti-rollover constraint, so that the vehicle satisfies the condition of the preset anti-rollover constraint, and determines the total active force of the vehicle suspension under the requirement of the anti-rollover moment according to the structural characteristics of the vehicle.

[0076] In step 106, the control force corresponding to each suspension is distributed based on the preset optimization target, the anti-rollover moment and the total active force of the suspension, and the target control force corresponding to each suspension is obtained.

[0077] Among them, the target control force is used for active suspension control of each suspension.

[0078] In the embodiment of the application, the preset optimization target is the minimization of tire adhesion utilization rate, and the tire adhesion utilization rate is the ratio of the actual lateral force of the tire to the maximum lateral force of the tire. The smaller the ratio, the greater the adhesion performance reserve of the tire, and the better the driving safety and handling stability of the vehicle. When the tire adhesion utilization rate is too high, the tire is easy to reach its lateral force limit, which causes the risk of vehicle rollover. The anti-rollover moment and the total active force of the suspension are the main parameters for ensuring that the vehicle does not rollover in this embodiment. By taking the anti-rollover moment and the total active force of the suspension as the basis, the control force of each suspension needs to be reasonably distributed, so that the vehicle state is kept within a safe range.

[0079] Therefore, the vehicle control terminal initializes the solution space by the current required anti-rollover moment and suspension active force of the vehicle, and takes the preset optimization target as the solution target, so that the vehicle control terminal determines a set of control forces corresponding to each suspension under the premise of meeting the requirements of the anti-rollover moment and the total active force of the suspension, so that the tire adhesion utilization rate is minimized, and the distribution of the control force of each suspension is realized. The target control force corresponding to each suspension is obtained. Then, the vehicle control terminal performs active suspension control on each suspension according to the target control force corresponding to each suspension, changes the vehicle attitude, adjusts the motion state of the vehicle through the vehicle attitude, and prevents the vehicle from rolling over. At the same time, by distributing the control force corresponding to each suspension based on the anti-rollover moment and the total active force of the suspension, active suspension control under extreme conditions such as vehicle turning is realized, which can reduce the inclination amplitude of the vehicle, change the vehicle center of gravity, roll state, vertical force of each tire and other states, so that the tire retains more adhesion performance during driving, increases the tire grip, and in extreme conditions such as emergency avoidance, the tire can provide greater lateral force and braking force, thereby improving the vehicle handling performance, preventing the vehicle from rolling over, and improving the safety of the vehicle driving.

[0080] In addition, under extreme conditions such as high-speed double lane change and moose test, the target control force is obtained by distributing the control force of each suspension according to the preset optimization target, anti-rollover moment and total active force of the suspension. This enables active suspension control of each suspension, which can further improve the safe speed of the vehicle when turning and improve vehicle performance.

[0081] In the aforementioned active suspension control method for corner module vehicles, the anti-rollover moment and total active suspension force of the current vehicle state are calculated by pre-setting anti-rollover constraints. This realizes the basis for anti-rollover vehicle control through comprehensive factors such as vertical force distribution and tire lateral force changes, enriching the dimensions upon which active suspension control of vehicles under anti-rollover conditions relies. This allows the pre-set anti-rollover constraints to perform active suspension control in the dimensions of anti-rollover moment and total active suspension force. Furthermore, based on multi-dimensional data and guided by pre-set optimization targets, control forces are distributed to each suspension to obtain the target control force. By combining active suspension control with anti-rollover control, the accuracy of anti-rollover control for corner module vehicles is improved, thereby enhancing vehicle safety.

[0082] Furthermore, using active suspension control for rollover prevention allows for direct adjustment of vehicle attitude by controlling the suspension, avoiding the complex control methods based on steering and drive constraints. Under steering and drive control, the vehicle needs to reduce speed or steering angle to a safe range before adjusting its attitude, resulting in a lag in rollover prevention control. This application, by directly controlling the suspension to change vehicle attitude, also improves the timeliness of rollover prevention control and enhances vehicle safety. Alternatively, in certain extreme conditions, when the vehicle is stationary, steering and drive constraints are ineffective for rollover prevention, but active suspension control can still provide rollover prevention even when the vehicle is stationary.

[0083] In one exemplary embodiment, such as Figure 2 As shown, step 104 includes steps 202 to 204. Wherein:

[0084] Step 202: Update the vehicle status in real time based on vehicle status parameters and attribute information.

[0085] In this embodiment, the vehicle control terminal collects vehicle status parameters in real time through various sensors, such as the vehicle speed sensor to obtain lateral acceleration, lateral force of the front and rear tires, steering angle of the front wheels, body roll angle, roll acceleration, etc.; at the same time, it obtains vehicle attribute information from the vehicle database, such as vehicle mass, sprung mass, roll moment of inertia, etc.

[0086] The sensor transmits the collected vehicle state parameter data to the vehicle control terminal in real time, and then the vehicle control terminal updates the vehicle state in real time to realize real-time monitoring of the vehicle state. Specifically, the vehicle control terminal processes the received vehicle state parameters, for example, removes noise interference, calibrates data, etc. Then, the vehicle control terminal updates the current vehicle state based on the vehicle dynamics model in combination with the attribute information of the vehicle, for example, updates the state indicators such as the roll angle of the vehicle, the yaw angular velocity, the vertical load of the tire, etc. Further, the vehicle control terminal can determine whether the current vehicle state is a straight-line driving state or an emergency turning driving state through the state indicators. For example, if the sensor outputs that the vehicle steering angle and the lateral force increase, the lateral acceleration increases significantly, the vehicle will have a lateral load transfer, the vertical load of the outer side wheel increases, the vertical load of the inner side wheel decreases, and the upper limit of the lateral force that the tire can provide changes, then the vehicle control terminal identifies that the current vehicle state is an emergency turning driving state, and the vehicle control terminal starts the anti-rollover controller to perform active suspension control.

[0087] In step 204, if the vehicle state is the target state, the anti-rollover torque and the total active force of the suspension under the current vehicle state are determined according to the vehicle state parameters, the attribute information, and the preset anti-rollover constraint.

[0088] In the embodiments of the present application, the target state can be a specific driving condition with a higher rollover risk, for example, emergency turning, high-speed turning, emergency lane changing, etc. The preset anti-rollover constraint is set based on the safety performance requirements and physical limits of the vehicle, for example, wheel vertical load constraint (indicating that the wheel cannot leave the ground), roll angle constraint (the roll angle cannot exceed a certain angle to avoid rollover), etc.

[0089] In the target driving condition, the motion state of the vehicle changes greatly, which will generate a large lateral force and a large roll moment, and is easy to cause the vehicle to roll over. The state variables of the vehicle are different under different target states, therefore, the vehicle control terminal can dynamically adjust the control parameters of the active suspension control according to the real-time changes of the road adhesion coefficient and the vehicle speed.

[0090] Specifically, when the vehicle state is the target state, the control terminal calculates the required anti-rollover torque and the total active force of the suspension under the current vehicle state according to the vehicle state parameters (for example, vehicle speed, lateral acceleration, steering angle, etc.), the vehicle attribute information (for example, mass, mass center position, etc.), and the preset anti-rollover constraint, using the vehicle dynamics model and control theory method. For example, by establishing the lateral dynamics equation of the vehicle, combining the constraint conditions, and using a target optimization algorithm, the anti-rollover torque and the total active force of the suspension that meet the anti-rollover requirements are solved.

[0091] In this embodiment, by updating the vehicle status in real time, the active suspension control of the vehicle can be adjusted in real time according to the operating conditions of the vehicle status, thereby improving the matching of active suspension control with the current vehicle status, improving the accuracy of active suspension control, and thus improving the safety of vehicle driving.

[0092] In one exemplary embodiment, such as Figure 3 As shown, step 204 includes steps 302 to 306. Wherein:

[0093] Step 302: Construct lateral dynamics models and vertical dynamics models based on vehicle state parameters and attribute information, respectively.

[0094] In this embodiment, a roll degree of freedom is introduced based on the classic two-degree-of-freedom single-track model to construct a three-degree-of-freedom lateral dynamics model suitable for distributed electric drive angle module vehicles. That is, the lateral dynamics model in this embodiment also includes a roll degree of freedom, such as... Figure 4 As shown, Figure 4 The diagram shows a three-degree-of-freedom lateral dynamics model. The vehicle control terminal constructs the three-degree-of-freedom lateral dynamics model based on the following formula (1) using vehicle state parameters and attribute information:

[0095] (1)

[0096] in, The moment of inertia is the tilting motion. For the overall vehicle quality, For the sprung mass, For longitudinal velocity, For lateral velocity, lateral acceleration ( Figure 4 Chinese express), , These are the lateral forces of the front and rear tires of the vehicle, respectively. This is the steering angle of the vehicle's front wheels. The body roll angle, The angular velocity is the roll rate. This is the roll acceleration. , These are the distances from the vehicle's center of gravity to the front axle and the rear axle, respectively. The height of the roll center. It is the acceleration due to gravity. and These are the roll stiffness coefficient and the roll damping coefficient, respectively. , These are the lateral stiffness of the front and rear tires, respectively. , These are the front and rear tire slip angles, respectively. For the yaw angular velocity, it is assumed that the front wheel steering angle of the vehicle is small at high speed, and the body roll angle is small, so , . is the additional anti-rollover moment generated by the active suspension of the vehicle. Wherein, the roll moment of inertia , the total vehicle mass , the sprung mass , the roll center height , the gravity acceleration , the roll stiffness coefficient and the roll damping coefficient , the front tire cornering stiffness and the rear tire cornering stiffness are fixed attribute information, that is, they do not change with the vehicle driving, and the remaining parameters are sensor collected parameters.

[0097] For the vertical dynamic model, the body anti-rollover caused by the excitation difference between the left and right wheels of the vehicle is difficult to accurately represent by the traditional lateral dynamic model, and ride comfort is one of the key control targets, so in the embodiment of the application, the vehicle control terminal supplements the lateral dynamic model through the vertical dynamic model, as shown in Figure 5 , the vehicle vertical dynamic model is as shown in formula (2). Figure 5 Due to the influence of multiple factors such as suspension nonlinearity and structural coupling on the vertical system, the model presents highly nonlinear and complex coupling characteristics, in order to effectively design the body vertical speed controller, the following assumptions are made: (1) there is no slip between the tire and the road, and the influence of lateral and longitudinal motion on vertical dynamics is ignored; (2) the parameters of the suspension system components are considered to be constant during analysis, and the nonlinear disturbance generated by the change of the parameters with the working condition is ignored. Further, the vertical dynamic model is as shown in formula (2).

[0098] (2)

[0099] Wherein, represents the vertical displacement of the body sprung mass, represents the vertical acceleration of the body sprung mass, , , , respectively represent the vertical displacement of the left front, right front, left rear and right rear sprung mass of the vehicle, represents the vertical speed of each wheel sprung mass, , , , respectively represent the vertical displacement of the left front, right front, left rear and right rear unsprung mass of the vehicle, represents the vertical speed of each wheel unsprung mass, 、 、 、 and 、 、 、 denote the stiffness and damping coefficients of the suspension at the front left, front right, rear left and rear right of the vehicle respectively, 、 、 、 denote the active control force of the active suspension. 、 、 、 denote the vertical forces of the wheel suspensions.

[0100] In step 304, constraint analysis is performed on the lateral dynamics model based on the preset rollover prevention constraint to obtain the anti-rollover torque under the current vehicle state.

[0101] In the embodiment, the vehicle-mounted control terminal performs constraint analysis on the lateral dynamics model based on the preset rollover prevention constraint to obtain the anti-rollover torque under the current vehicle state. Specifically, the preset rollover prevention constraint is used to control the vehicle anti-rollover stability, and the control target of the vehicle anti-rollover stability is designed to be that the errors between the actual values and the expected values of the vehicle roll angle and the lateral displacement tend to be zero, i.e., the preset rollover prevention constraint is that the errors between the actual values and the expected values of the vehicle roll angle and the lateral displacement tend to be zero. Wherein, the error can be expressed as:

[0102] (3)

[0103] wherein, , and 、 are constants, is the roll angle velocity, is the ideal roll angle velocity, is the lateral displacement error, is the roll angle error, is the lateral velocity error, is the roll angle velocity error, is the lateral velocity, is the ideal lateral velocity.

[0104] The expected anti-rollover angle is:

[0105] (4)

[0106] wherein, is the expected anti-rollover angle and the expected lateral displacement. Further, the expected lateral displacement of the preset rollover prevention constraint is set to Due to lateral acceleration under normal steering conditions The angle is relatively small, therefore the desired anti-rollover angle is set as follows: The anti-rollover gradient is taken as follows: This characterizes the presence of a vehicle body when the lateral acceleration reaches 1g. The expected rollover angle is set at °. Compared to passive suspension, the desired rollover angle is set relatively small, which helps to effectively suppress the amplitude of the rollover angle and avoids the problem of difficult response analysis caused by excessive control input. However, under extreme conditions such as sharp steering, if the expected rollover angle is still calculated and tracked according to this linear relationship, the actual rollover angle may be too large, which may lead to the risk of one tire leaving the ground and increase the possibility of rollover. Therefore, a saturation upper limit is set for the expected rollover angle. .

[0107] For the lateral dynamics model of the three-degree-of-freedom side, according to the Euler-Lagrange dynamics equations, the lateral dynamics model of equation (1) can be expressed in the following matrix form:

[0108] (5)

[0109] (6)

[0111] in, Represents the inertia matrix. Represents Coriolis force and centrifugal force. Represents the gravity term. Indicates parameter items, The yaw rate is angular velocity. This represents the yaw acceleration. The above statement is an explanation of the fundamental assumptions of the mathematical modeling. In practical engineering, the inertia matrix corresponds to the system's mass distribution and determines the relationship between acceleration and force; the Coriolis / eccentric term reflects the additional force generated by velocity during motion, and the gravity term reflects the effect of gravity on the vehicle. Matrix A second-order matrix representing the roll angle and lateral displacement. It belongs to the n-dimensional real space and represents generalized coordinates (the position or attitude variables of the system). yes The first derivative of represents the velocity vector. yes The second derivative of represents the acceleration vector.

[0112] Represented as an uncertainty parameter, It is a compact but unknown set that represents Possible boundaries.

[0113] In addition, the matrix in formula (5) , 、 Not only the kinetic model parameters are included, but also the side wind influence, model error and other uncertain factors. Similarly, the matrix in formula (5) is not only difficult to accurately estimate, but also often changes with time. Therefore, in this embodiment, the matrix in the lateral dynamic model is decomposed into a nominal part and a time-varying uncertainty part, and the decomposed parameter matrix can be expressed as:

[0114] (7)

[0115] wherein, 、 and denote the nominal part in the lateral dynamic model (i.e. the matrix obtained by the selected ideal model parameters), and 、 and denote the uncertainty part (i.e. the difference between the real state and the ideal model, for example, parameter perturbation or other external disturbances such as side wind influence).

[0116] Further, the vehicle-mounted control terminal calculates the lateral dynamic model based on formula (5), (6), (7) through the vehicle state parameters and attribute information, and performs constraint calculation on the lateral dynamic model based on the preset rollover prevention constraint represented by formula (4), and through the constraint analysis on the lateral dynamic model, the anti-rollover torque required by the current vehicle to keep the vehicle state within the safe state range is calculated , i.e. to determine the anti-rollover torque that meets the condition of the preset rollover prevention constraint, and finally the vehicle-mounted control terminal obtains the anti-rollover torque under the current vehicle state as the basis for the suspension control force distribution.

[0117] Step 306, performing constraint analysis on the vertical dynamic model based on the preset rollover prevention constraint to obtain the total active force of the suspension under the current vehicle state.

[0118] In this embodiment, the purpose of constraining the vertical dynamics model is also to ensure that the vehicle is in a safe state. Therefore, the preset anti-rollover constraint of the vertical dynamics model can also be such that the error between the actual value and the expected value of the vehicle's roll angle and lateral displacement are close to zero. By performing constraint analysis on the vertical dynamics model, the vehicle control terminal can determine how the mechanical state of each suspension of the vehicle should be adjusted under the condition of satisfying the preset anti-rollover constraint. For example, when the roll angle or lateral displacement of the vehicle exceeds the preset expected value, the vehicle control terminal can adjust the active control force of each suspension to make the roll angle and lateral displacement of the vehicle gradually approach the expected value, thereby ensuring the anti-rollover stability of the vehicle. Specifically, the vehicle control terminal can calculate the vertical force of each wheel suspension under the preset anti-rollover constraint characterized by formula (4) using formula (2) and the vehicle state parameters collected by the sensors, and then use the sum of the vertical forces of each wheel suspension as the total active force of the suspension.

[0119] In this embodiment, by introducing the roll degree of freedom into the two-degree-of-freedom single-track model, a three-degree-of-freedom lateral dynamics model is constructed. This improves the adaptability of the lateral dynamics model to the corner module vehicle and enhances the accuracy of describing the vehicle's motion state. Simultaneously, combining the lateral and vertical dynamics models enriches the dimensions upon which the vehicle's active suspension control relies under rollover prevention constraints. This allows for more data support for active suspension control under preset rollover prevention constraints, thereby improving the accuracy of control force distribution and enhancing vehicle safety.

[0120] In one exemplary embodiment, such as Figure 6 As shown, step 304 includes steps 602 to 604. Wherein:

[0121] Step 602: Calculate the lateral dynamics model based on the preset anti-rollover constraints to obtain the first target state corresponding to the current vehicle.

[0122] The first target state represents the current vehicle's safety status in terms of preventing rollover under lateral dynamics.

[0123] In this embodiment, the vehicle control terminal, based on the current vehicle state parameters and attribute information, expresses the lateral dynamics model in matrix form according to formulas (5) and (6) and decomposes it into a nominal part and a time-varying uncertainty part. This constructs a lateral dynamics model that is easy for the vehicle control terminal to calculate, and the time-varying uncertainty part reflects the influence of factors such as changes in vehicle parameters and external disturbances. Then, based on the preset anti-rollover constraint corresponding to formula (4), a comparative analysis of the vehicle's current actual state and desired state is performed. By solving and analyzing the matrix equations, the current state of the vehicle in the lateral dynamic dimension is obtained when the preset anti-rollover constraint is satisfied, thus determining the first target state where the current vehicle satisfies the preset anti-rollover constraint.

[0124] Step 604, determining the required anti-rollover torque under the current vehicle state based on the first target state and the current vehicle state.

[0125] In the embodiment of the application, the vehicle-mounted control terminal determines the actual motion state of the current vehicle by collecting the actual state parameters of the vehicle through the sensor, and compares the first target state with the current vehicle state to analyze the difference between the current vehicle state and the first target state, which reflects the difference between the current vehicle state and the anti-rollover safe state. Then, the vehicle-mounted control terminal determines the required anti-rollover torque to be applied to the current vehicle state to reach the first target state through the lateral dynamics model.

[0126] In the embodiment, the first target state corresponding to the current vehicle is determined through the preset anti-rollover constraint and the lateral dynamics model, and then the current vehicle state is evaluated and calculated through the first target state representing the safe state to quantify the required control degree of the current vehicle state, thereby obtaining the required anti-rollover torque of the current vehicle state.

[0127] In one exemplary embodiment, as shown in FIG. 7, step 306 includes steps 702 to 704. Among them: Figure 7

[0128] Step 702, calculating the vertical dynamics model based on the preset anti-rollover constraint to obtain the second target state corresponding to the current vehicle.

[0129] Among them, the second target state represents the safe state of the current vehicle in the vertical force dimension.

[0130] In the embodiment of the application, in addition to the constraint analysis and calculation of the safe state based on the lateral dynamics model, the vehicle control terminal can also perform constraint analysis of the safe state according to the vertical dynamics model, so the terminal calculates the vertical dynamics model according to formula (2) and analyzes in the dimension of the vertical load corresponding to each suspension to determine the second target state corresponding to the vehicle in the vertical force dimension.

[0131] Step 704, determining the required total suspension active force under the current vehicle state based on the second target state and the current vehicle state.

[0132] ​In this embodiment, the vehicle control terminal collects vehicle state parameters through sensors to obtain the current vehicle state. It then compares and analyzes the current vehicle state with the second target state, which represents the vehicle's rollover safety status under vertical force. This comparison analyzes the difference between the current vehicle state and the second target state, representing the external force required to achieve the rollover safety status under vertical force. Finally, based on the vertical dynamics model and the difference between the current vehicle state and the second target state, the vehicle control terminal calculates the total active suspension force required to move the vehicle from the current state to the second target state.

[0133] In this embodiment, the second target state corresponding to the current vehicle is determined by pre-setting anti-rollover constraints and vertical dynamics model. Then, the current vehicle state is evaluated and calculated by the second target state that represents the safety state, so as to quantify the degree of control required for the current vehicle state and obtain the total active force of the suspension required for the current vehicle state.

[0134] In one exemplary embodiment, such as Figure 8 As shown, step 106 includes steps 802 to 804. Wherein:

[0135] Step 802: Obtain the control force distribution coefficients corresponding to each suspension.

[0136] In this embodiment of the application, the vehicle control terminal is pre-set with active control force distribution coefficients corresponding to each suspension. The control force distribution coefficients are obtained by optimizing based on the ideal yaw rate corresponding to the safe state and the preset optimization target.

[0137] After determining the required anti-rollover moment and total active force of the suspension based on the lateral dynamics model and the vertical dynamics model, the vehicle control terminal obtains the pre-set control force distribution coefficient.

[0138] Step 804: Based on the first correlation between the control force distribution coefficient, the anti-rollover moment and the control force corresponding to each suspension, and the second correlation between the total active force of the suspension and the control force corresponding to each suspension, the control force corresponding to each suspension is distributed under the optimization guidance of the preset optimization target to obtain the target control force corresponding to each suspension.

[0139] The preset optimization objective is to minimize tire adhesion utilization.

[0140] In the embodiments of the present application, the vehicle-mounted control terminal distributes the control forces corresponding to each suspension based on the first correlation between the active control force distribution coefficient, the anti-rollover moment and the control force corresponding to each suspension, and the second correlation between the total active force of the suspension and the control force corresponding to each suspension, under the optimization guidance of the preset optimization target, to obtain the target control force corresponding to each suspension. Specifically, the first correlation between the anti-rollover moment and the control force corresponding to each suspension and the second correlation between the total active force of the suspension and the control force corresponding to each suspension are shown in the following formula (8):

[0141] (8)

[0142] wherein, and is the control force distribution coefficient.

[0143] The preset optimization target of minimizing the utilization rate of tire adhesion represents the target of control distribution for each suspension, and the objective function of control distribution is shown in the following formula (9):

[0144] (9)

[0145] wherein, represents the adhesion coefficient of the vehicle wheel to the ground, and d represents the wheel track, is the vertical load of the vehicle wheel. Wherein, The expression of is shown in the following formula (10):

[0146] (10)

[0147] wherein, is the tire deformation force, The expression of is shown in the following formula (11):

[0148] (11)

[0149] wherein, , , , respectively represent the stiffness coefficients of the left front, right front, left rear and right rear wheels, , , , respectively represent the vertical displacements of the left front, right front, left rear and right rear wheels.

[0150] Finally, after the quadratic programming optimization solution of the above formula (9) to formula (11) is obtained, the standard form of the preset optimization target is shown in the following formula (12):

[0151] (12)

[0152] wherein, is a decision variable vector; is a vector defining linear terms, represents process values of equality constraints, and represents lower and upper bounds for decision variables; is a symmetric matrix (usually positive definite or positive semi-definite) defining quadratic terms, expressed as shown in equation (13):

[0153] (13)

[0154] In this embodiment, the suspension active control force distribution coefficients obtained by optimizing the ideal yaw rate corresponding to the safe state and the preset optimization target are combined with the first correlation between the rollover prevention torque and the control force of each suspension and the second correlation between the total active force of the suspension and the control force of each suspension, and the suspension control forces are distributed under the guidance of the preset optimization target of minimizing the tire adhesion utilization rate, so that the target control force corresponding to each suspension can be accurately determined, the rollover control of the corner module vehicle based on the active suspension control is realized, the rollover safety performance of the vehicle in the vertical force dimension can be effectively improved, and the suspension control forces can be dynamically adjusted according to the actual state of the vehicle, so that the vehicle can maintain stability under different working conditions, and the safety of the vehicle in driving is improved.

[0155] In one exemplary embodiment, as shown in Figure 9 , an example of an active suspension control method for a corner module vehicle is provided. The vehicle-mounted control terminal receives vehicle state parameters such as the body roll angle , the roll angle acceleration , the steering angle of the front wheel of the vehicle , the vehicle speed , the lateral acceleration , etc. fed back by sensors, and constructs a lateral dynamics model and a vertical dynamics model according to the vehicle state parameters. The lateral dynamics model is constrained and analyzed through the expected rollover angle and the expected lateral displacement in the constraint equation, to obtain the rollover prevention torque , and the vertical dynamics model is constrained and analyzed through the expected vertical displacement in the constraint equation, to obtain the total active force of the suspension . Then, the vehicle-mounted control terminal distributes the active force control of each suspension according to the preset optimization target and the control force distribution coefficient, to obtain the target control force corresponding to each suspension.

[0156] In summary, the active suspension control method for the corner module vehicle in the above embodiment is jointly simulated based on the Carsim-Simulink (a kind of joint simulation platform) platform, and the simulation results are as shown in Figure 10As shown, the simulation calculation result shows that the active suspension control method of the corner module vehicle in the above embodiment can effectively reduce the vehicle roll angle and the lateral load transfer rate, improve the handling stability and the ride comfort of the vehicle in the limit working condition, and lays a theoretical foundation for improving the ride comfort and precisely controlling the body posture of the corner module vehicle.

[0157] It should be understood that, although each step in the flowchart involved in each embodiment as described above is shown in sequence according to the arrow, these steps are not necessarily executed in sequence according to the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other sequences. Moreover, at least part of the steps in the flowchart involved in each embodiment as described above can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of these steps or stages is not necessarily sequential, but can be alternately executed with at least part of other steps or steps or stages in other steps. It can be understood that the steps in different embodiments can be freely combined as needed, and various non-contradictory schemes formed by the combination all belong to the scope of protection of the present application.

[0158] Based on the same inventive concept, the embodiments of the present application also provide an active suspension control device of a corner module vehicle for implementing the active suspension control method of the corner module vehicle involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more active suspension control device embodiments of the corner module vehicle provided below can refer to the limitations of the active suspension control method of the corner module vehicle described above, which will not be repeated here.

[0159] In one exemplary embodiment, as Figure 11 shown, an active suspension control device 1100 of a corner module vehicle is provided, comprising: an acquisition module 1101, a determination module 1102 and a distribution module 1103, wherein:

[0160] The acquisition module 1101 is configured to acquire vehicle state parameters and attribute information.

[0161] The determination module 1102 is configured to determine the anti-rollover torque and the total active force of the suspension under the current vehicle state according to the vehicle state parameters, the attribute information and the preset anti-rollover constraint.

[0162] The distribution module 1103 is configured to distribute the control force corresponding to each suspension based on the preset optimization target, the anti-rollover torque and the total active force of the suspension, to obtain a target control force corresponding to each suspension; the target control force is used for active suspension control of each suspension.

[0163] In one of the embodiments, the determining module 1102 is specifically configured to update the vehicle state in real time according to the vehicle state parameter and the attribute information;

[0164] If the vehicle state is the target state, the rollover prevention torque and the total active force of the suspension under the current vehicle state are determined according to the vehicle state parameter, the attribute information and the preset rollover prevention constraint.

[0165] In one of the embodiments, the determining module 1102 is specifically configured to construct a lateral dynamics model and a vertical dynamics model according to the vehicle state parameter and the attribute information respectively;

[0166] The lateral dynamics model is subjected to constraint analysis based on the preset rollover prevention constraint, so as to obtain the rollover prevention torque under the current vehicle state;

[0167] The vertical dynamics model is subjected to constraint analysis based on the preset rollover prevention constraint, so as to obtain the total active force of the suspension under the current vehicle state.

[0168] In one of the embodiments, the determining module 1102 is specifically configured to calculate the lateral dynamics model based on the preset rollover prevention constraint, so as to obtain a first target state corresponding to the current vehicle; the first target state represents a safe state of the current vehicle against rollover in the lateral dynamic dimension;

[0169] The required rollover prevention torque under the current vehicle state is determined based on the first target state and the current vehicle state.

[0170] In one of the embodiments, the determining module 1102 is specifically configured to calculate the vertical dynamics model based on the preset rollover prevention constraint, so as to obtain a second target state corresponding to the current vehicle; the second target state represents a safe state of the current vehicle against rollover in the vertical force dimension;

[0171] The required total active force of the suspension under the current vehicle state is determined based on the second target state and the current vehicle state.

[0172] In one of the embodiments, the distribution module 1103 is specifically configured to obtain a control force distribution coefficient corresponding to each suspension;

[0173] Under the optimization guidance of the preset optimization target, the control force corresponding to each suspension is distributed based on the control force distribution coefficient, the first correlation between the rollover prevention torque and the control force corresponding to each suspension, and the second correlation between the total active force of the suspension and the control force corresponding to each suspension, so as to obtain a target control force corresponding to each suspension.

[0174] Each module in the active suspension control device of the corner module vehicle can be implemented by software, hardware, or a combination thereof, in whole or in part. Each module described above can be embedded in a processor in a computer device in hardware form or independent of the processor, or stored in a memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0175] In an exemplary embodiment, a computer device, which can be a terminal, is provided, and an internal structure diagram of the computer device can be as shown in Figure 12 The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, the memory, and the input / output interface are connected through a system bus, and the communication interface, the display unit, and the input device are connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to perform wired or wireless communication with external terminals. The wireless communication can be achieved through WIFI, mobile cellular network, near field communication (NFC), or other technologies. The computer program is executed by the processor to implement an active suspension control method for a corner module vehicle. The display unit of the computer device is configured to form a visually visible picture, which can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the computer device can be a touch layer overlaid on the display screen, or a key, trackball, or touchpad arranged on the shell of the computer device, or an external keyboard, touchpad, or mouse, etc.

[0176] Those skilled in the art can understand that Figure 12 the structure shown in the above description is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0177] In an exemplary embodiment, a computer device is provided, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the following steps:

[0178] obtain vehicle state parameters and attribute information;

[0179] determine a rollover prevention torque and a total active force of the suspension under the current vehicle state according to the vehicle state parameter, the attribute information and a preset rollover prevention constraint;

[0180] distribute a control force corresponding to each suspension based on a preset optimization target, the rollover prevention torque and the total active force of the suspension, to obtain a target control force corresponding to each suspension; the target control force is used for active suspension control of each suspension.

[0181] In one embodiment, the processor, when executing the computer program, also implements the following steps:

[0182] update the vehicle state in real time according to the vehicle state parameter and the attribute information;

[0183] If the vehicle state is a target state, determine a rollover prevention torque and a total active force of the suspension under the current vehicle state according to the vehicle state parameter, the attribute information and a preset rollover prevention constraint.

[0184] In one embodiment, the processor, when executing the computer program, also implements the following steps:

[0185] construct a lateral dynamics model and a vertical dynamics model respectively according to the vehicle state parameter and the attribute information;

[0186] perform constraint analysis on the lateral dynamics model based on a preset rollover prevention constraint, to obtain a rollover prevention torque under the current vehicle state;

[0187] perform constraint analysis on the vertical dynamics model based on the preset rollover prevention constraint, to obtain a total active force of the suspension under the current vehicle state.

[0188] In one embodiment, the processor, when executing the computer program, also implements the following steps:

[0189] perform calculation on the lateral dynamics model based on a preset rollover prevention constraint, to obtain a first target state corresponding to the current vehicle; the first target state represents a safe state of the current vehicle against rollover in a lateral dynamic dimension;

[0190] determine a required rollover prevention torque under the current vehicle state based on the first target state and the current vehicle state.

[0191] In one embodiment, the processor, when executing the computer program, also implements the following steps:

[0192] perform calculation on the vertical dynamics model based on a preset rollover prevention constraint, to obtain a second target state corresponding to the current vehicle; the second target state represents a safe state of the current vehicle against rollover in a vertical force dimension;

[0193] determine a required suspension total active force under the current vehicle state based on the second target state and the current vehicle state.

[0194] In one embodiment, the processor, when executing the computer program, also implements the following steps:

[0195] obtain a control force distribution coefficient corresponding to each suspension;

[0196] distribute the control force corresponding to each suspension under the optimization guidance of a preset optimization target based on the control force distribution coefficient, a first correlation between the anti-rollover torque and the control force corresponding to each suspension, and a second correlation between the suspension total active force and the control force corresponding to each suspension, to obtain a target control force corresponding to each suspension.

[0197] In one embodiment, a computer readable storage medium is provided, and the computer readable storage medium has stored thereon a computer program. The computer program, when executed by a processor, implements the steps in each of the above method embodiments.

[0198] In one embodiment, a computer program product is provided, and the computer program product includes a computer program. The computer program, when executed by a processor, implements the steps in each of the above method embodiments.

[0199] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant regulations.

[0200] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when executed, can include the processes of the above-mentioned embodiment methods. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. The non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. The volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., without being limited thereto.

[0201] The technical features of the above embodiments can be combined in any manner. To make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist contradictions, they should be considered as the scope of the present application.

[0202] The above-described embodiments are merely illustrative of several embodiments of the present application, and the description is relatively specific and detailed, but should not be understood as a limitation on the scope of the patent. It should be noted that for those skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the scope of the present application. Therefore, the scope of protection of the present application should be subject to the appended claims.

Claims

1. A method for active suspension control of a corner module vehicle, characterized in that, The method includes: Obtain vehicle status parameters and attribute information; The anti-rollover moment and total active force of the suspension under the current vehicle state are determined based on the vehicle state parameters, the attribute information and the preset anti-rollover constraints. Based on the preset optimization target, the anti-rollover moment, and the total active force of the suspension, the control force corresponding to each suspension is allocated to obtain the target control force corresponding to each suspension; the target control force is used to perform active suspension control on each suspension; the preset optimization target is to minimize tire adhesion utilization. The preset anti-rollover constraint includes a desired anti-rollover angle and a desired lateral displacement, wherein the desired lateral displacement... The desired anti-rollover angle is: in, To prevent rollover, The desired anti-rollover angle setting. To prevent rollover gradient, For lateral acceleration, This is the upper limit of saturation. The step of determining the anti-rollover moment and total active force of the suspension under the current vehicle state based on the vehicle state parameters, the attribute information, and the preset anti-rollover constraint includes: A lateral dynamics model and a vertical dynamics model are constructed based on the vehicle state parameters and the attribute information, respectively. The lateral dynamics model includes a nominal part and a time-varying uncertainty part. The time-varying uncertainty part includes uncertain factors, which are used to perform constraint analysis on the lateral dynamics model based on the vehicle dynamics characteristics and various uncertain factors. The lateral dynamics model is constrained based on the preset anti-rollover constraints to obtain the anti-rollover moment under the current vehicle state. Based on the preset anti-rollover constraints, the vertical dynamics model is constrained to obtain the total active force of the suspension under the current vehicle state.

2. The method according to claim 1, characterized in that, The step of determining the anti-rollover moment and total active force of the suspension under the current vehicle state based on the vehicle state parameters, the attribute information, and the preset anti-rollover constraint includes: The vehicle status is updated in real time based on the vehicle status parameters and the attribute information; If the vehicle state is the target state, the anti-rollover moment and total active force of the suspension are determined according to the vehicle state parameters, the attribute information and the preset anti-rollover constraint in the current vehicle state.

3. The method according to claim 1, characterized in that, The step of performing constraint analysis on the lateral dynamics model based on preset anti-rollover constraints to obtain the anti-rollover moment under the current vehicle state includes: The lateral dynamics model is calculated based on the preset anti-rollover constraints to obtain the first target state corresponding to the current vehicle; the first target state characterizes the anti-rollover safety state of the current vehicle in the lateral dynamic dimension. The required anti-rollover torque under the current vehicle state is determined based on the first target state and the current vehicle state.

4. The method according to claim 1, characterized in that, The constraint analysis of the vertical dynamics model based on the preset anti-rollover constraint yields the total active force of the suspension under the current vehicle state, including: The vertical dynamics model is calculated based on the preset anti-rollover constraints to obtain the second target state corresponding to the current vehicle; the second target state characterizes the anti-rollover safety state of the current vehicle under the vertical force dimension. The total active force of the suspension required under the current vehicle state is determined based on the second target state and the current vehicle state.

5. The method according to claim 1, characterized in that, The allocation of control forces to each suspension based on a preset optimization target, the anti-rollover moment, and the total active force of the suspension to obtain the target control force for each suspension includes: Obtain the control force distribution coefficients for each suspension component; Based on the control force allocation coefficient, the anti-rollover moment and the first correlation between the control force corresponding to each suspension and the second correlation between the total active force of the suspension and the control force corresponding to each suspension, the control force corresponding to each suspension is allocated under the optimization guidance of the preset optimization target to obtain the target control force corresponding to each suspension.

6. An active suspension control device for a corner module vehicle, characterized in that, The device includes: The acquisition module is used to acquire vehicle status parameters and attribute information; The determination module is used to determine the anti-rollover moment and total active force of the suspension under the current vehicle state based on the vehicle state parameters, the attribute information and the preset anti-rollover constraint; The allocation module is used to allocate the control force corresponding to each suspension based on a preset optimization target, the anti-rollover moment, and the total active force of the suspension, to obtain the target control force corresponding to each suspension; the target control force is used to perform active suspension control on each suspension; the preset optimization target is to minimize tire adhesion utilization. The preset anti-rollover constraint includes a desired anti-rollover angle and a desired lateral displacement, wherein the desired lateral displacement... The desired anti-rollover angle is: in, To prevent rollover, The desired anti-rollover angle setting. To prevent rollover gradient, For lateral acceleration, This is the upper limit of saturation. The determining module is specifically used to construct a lateral dynamics model and a vertical dynamics model based on the vehicle state parameters and the attribute information, respectively; the lateral dynamics model includes a nominal part and a time-varying uncertainty part; the time-varying uncertainty part includes uncertain factors, which are used to perform constraint analysis on the lateral dynamics model based on the vehicle dynamics characteristics and various uncertain factors; The lateral dynamics model is constrained based on the preset anti-rollover constraints to obtain the anti-rollover moment under the current vehicle state. Based on the preset anti-rollover constraints, the vertical dynamics model is constrained to obtain the total active force of the suspension under the current vehicle state.

7. The apparatus according to claim 6, characterized in that, The determining module is specifically used to update the vehicle status in real time based on the vehicle status parameters and the attribute information. If the vehicle state is the target state, the anti-rollover moment and total active force of the suspension are determined according to the vehicle state parameters, the attribute information and the preset anti-rollover constraint in the current vehicle state.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

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